Split serial-parallel hybrid dual-power drive system

ABSTRACT

A split serial-parallel hybrid dual-power drive system, comprised of two or more than two separation drive systems allowing independent operation to respectively drive the load, or all loads driven individually are incorporated in a common frame to drive land, surface, underwater transportation means or aircraft, industrial machines and equipment or any other load drive by rotational kinetic energy.

CROSS-REFERENCE TO RELATED APPLICATION

This is a division of U.S. application Ser. No. 10/975,525, filed Oct.29, 2004, the entire disclosure of which is incorporated herein byreference.

BACKGROUND OF THE INVENTION

(a) Field of the Invention

The present invention is related to a split serial-parallel hybriddual-power drive system, and more particularly to one used to driveland, maritime, underwater or aerospace transportation means, orindustrial machines and equipment or any other load driven by rotationalkinetic energy.

The split serial-parallel hybrid dual-power drive system is comprised oftwo or more than two separation drive systems allowing independentoperation to respectively drive the load, or all loads drivenindividually are incorporated in a common frame.

In the separation drive system of the dual-power drive system, the firstdrive system and a second drive system are provided. The first drivesystem is equipped with an active power source, a first electrical unitessentially functioning as a generator, and an optional secondelectrical unit essentially functioning as a motor, and a clutch set tocontrol the transmission status of the rotational kinetic energy; andthe second drive system is adapted with another second dynamo-electricunit essentially functioning as a motor to serve as the rotational powersource for the second drive system.

An optional clutch set is provided to control the transmission orcut-off of the rotational kinetic energy between two independent drivesystems.

By means of the regulation of a control system or by manual operation,the status of transmission between the active rotational power sourceand the first dynamo-electric unit of the separation serial-parallelhybrid drive system indicates a coupled status; and the activerotational kinetic energy source drives the first dynamo-electric unitto output electric power to further drive the second dynamo-electricunit to operate as a motor to provide functions related to a serieshybrid power train; or alternatively, through the control and operationof the clutch, the rotational kinetic energy from the active rotationalpower source outputs rotational kinetic energy to drive either or bothof the loads of the first drive system and the second drive system; orthe active rotational power source is incorporated to both of the firstand the second dynamo-electric units, and an optional rechargeabledevice to provide functions related to a parallel hybrid power train.Accordingly, the present invention relates to an innovative dual-powerdrive system by providing more operation functions.

(b) Description of the Prior Art

Traditional transportation means on land, maritime or airborne isusually related to a single acting power train. To meet energy savingand pollution control criteria significant efforts have been devoted tothe development of dual-power drive system in recent years. Among theseefforts, the development of a power train combining the rotationalkinetic energy outputted from engine and that from electricity drivenmotor has made quite an impressive progress. The hybrid dual-powersystem of the prior art includes:

-   1. Serial hybrid power drive system: a generator is driven by an    engine to further drive a motor to produce rotational kinetic energy    to drive a load, this system has reported flaws of wild variation in    system efficiency under various loading condition; greater demand on    electrical power capacity, requiring larger installation space,    heavier and higher cost due to that both of the motor and the    generator have to carry all the power consumption.-   2. Rechargeable serial drive system: Under normal loading, an engine    drives a generator to further drive a motor to output rotational    kinetic energy for driving a load. Under light loading condition,    electric energy from the generator is partially flow into a    rechargeable energy storage device for storage. While the engine    stops running, the electrical energy inside storage device will    output to the motor for producing the rotational kinetic energy to    drive the load, this approach brings higher energy efficiency and    less pollution; and under heavy loading, electrical energy from the    engine-driven-generator and from the rechargeable energy storage    device are transferred to the motor which output rotational kinetic    energy for driving the load.-   3. Parallel hybrid power train: Under normal loading, rotational    kinetic energy outputted from an engine directly drive the load;    Under light loading, the motor driven by the engine is switched into    the generator mode for charging the rechargeable device or supply    power to other load, or if the engine stops running, the    rechargeable device drives the motor to output rotational kinetic    energy to drive the load for higher energy efficiency and less    pollution. Under heavy loading, the rotational kinetic energy    outputted from the engine and that from the motor driven by the    rechargeable device jointly drive the load. However, the flaw of the    system is that it requires the installation of a rechargeable device    with sufficient electrical capacity.

SUMMARY OF THE INVENTION

The primary purpose of the present invention is to provide to splitserial-parallel hybrid dual-power drive system comprised of two or morethan two separation drive units to drive their respective loads, or allloads are incorporated into a common frame. An optional clutch isadapted to control transmission or cut-off of the rotational kineticenergy between independent drive units. The system of the presentinvention executes specific serial hybrid power train or parallel hybridpower train functions by manual control or by a control system.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a system block diagram of the present invention.

FIG. 2 is a block diagram of the first preferred embodiment of a splitserial-parallel hybrid dual-power drive system.

FIG. 3 is a block diagram of the second preferred embodiment of a splitserial-parallel hybrid dual-power drive system.

FIG. 4 is a block diagram of the third preferred embodiment of a splitserial-parallel hybrid dual-power drive system.

FIG. 5 is a block diagram of the fourth preferred embodiment of a splitserial-parallel hybrid dual-power drive system.

FIG. 6 is a block diagram of the fifth preferred embodiment of a splitserial-parallel hybrid dual-power drive system.

FIG. 7 is a block diagram of the sixth preferred embodiment of a splitserial-parallel hybrid dual-power drive system.

FIG. 8 is a block diagram of the seventh preferred embodiment of a splitserial-parallel hybrid dual-power drive system.

FIG. 9 is a block diagram of the eighth preferred embodiment of a splitserial-parallel hybrid dual-power drive system.

FIG. 10 is a block diagram of the ninth preferred embodiment of a splitserial-parallel hybrid dual-power drive system.

FIG. 11 is a block diagram of the tenth preferred embodiment of a splitserial-parallel hybrid dual-power drive system.

FIG. 12 is a block diagram of the eleventh preferred embodiment of asplit serial-parallel hybrid dual-power drive system.

FIG. 13 is a block diagram of the twelfth preferred embodiment of asplit serial-parallel hybrid dual-power drive system.

FIG. 14 is a block diagram of the thirteenth preferred embodiment of asplit serial-parallel hybrid dual-power drive system.

FIG. 15 is a block diagram of the fourteenth preferred embodiment of asplit serial-parallel hybrid dual-power drive system.

FIG. 16 is a block diagram of the fifteenth preferred embodiment of asplit serial-parallel hybrid dual-power drive system.

FIG. 17 is a block diagram of the sixteenth preferred embodiment of asplit serial-parallel hybrid dual-power drive system.

FIG. 18 is a block diagram of the seventeenth preferred embodiment of asplit serial-parallel hybrid dual-power drive system.

FIG. 19 is a block diagram of the eighteenth preferred embodiment of asplit serial-parallel hybrid dual-power drive system.

FIG. 20 is a block diagram of the nineteenth preferred embodiment of asplit serial-parallel hybrid dual-power drive system.

FIG. 21 is a block diagram of the twentieth preferred embodiment of asplit serial-parallel hybrid dual-power drive system.

FIG. 22 is a block diagram of the twenty-first preferred embodiment of asplit serial-parallel hybrid dual-power drive system with a planet gearset illustrated in FIG. 16 replaced by a differential gear set.

FIG. 23 is a block diagram of the twenty-second preferred embodiment ofa split serial-parallel hybrid dual-power drive system with a planetgear set illustrated in FIG. 17 replaced by a differential gear set.

FIG. 24 is a block diagram of the twenty-third preferred embodiment of asplit serial-parallel hybrid dual-power drive system with a planet gearset illustrated in FIG. 18 replaced by a differential gear set.

FIG. 25 is a block diagram of the twenty-fourth preferred embodiment ofa split serial-parallel hybrid dual-power drive system with a planetgear set illustrated in FIG. 19 replaced by a differential gear set.

FIG. 26 is a block diagram of the twenty-fifth preferred embodiment of asplit serial-parallel hybrid dual-power drive system with a planet gearset illustrated in FIG. 20 replaced by a differential gear set.

FIG. 27 is a block diagram of the twenty-sixth preferred embodiment of asplit serial-parallel hybrid dual-power drive system with a planet gearset illustrated in FIG. 21 replaced by a differential gear set.

FIG. 28 is a block diagram of the twenty-seventh preferred embodiment ofa split serial-parallel hybrid dual-power drive system with a planetgear set illustrated in FIG. 16 replaced by a dual-power motor.

FIG. 29 is a block diagram of the twenty-eighth preferred embodiment ofa split serial-parallel hybrid dual-power drive system with a planetgear set illustrated in FIG. 17 replaced by a dual-power motor.

FIG. 30 is a block diagram of the twenty-ninth preferred embodiment of asplit serial-parallel hybrid dual-power drive system with a planet gearset illustrated in FIG. 18 replaced by a dual-power motor.

FIG. 31 is a block diagram of the thirtieth preferred embodiment of asplit serial-parallel hybrid dual-power drive system with a planet gearset illustrated in FIG. 19 replaced by a dual-power motor.

FIG. 32 is a block diagram of the thirty-first preferred embodiment of asplit serial-parallel hybrid dual-power drive system with a planet gearset illustrated in FIG. 20 replaced by a dual-power motor.

FIG. 33 is a block diagram of the thirty-second preferred embodiment ofa split serial-parallel hybrid dual-power drive system with a planetgear set illustrated in FIG. 21 replaced by a dual-power motor.

FIG. 34 is the first block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 35 is the second block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 36 is the third block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 37 is the fourth block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 38 is the fifth block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 39 is the sixth block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 40 is the seventh block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 41 is the eighty block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 42 is the ninth block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 43 is the tenth block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 44 is the eleventh block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 45 is the twelfth block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 46 is the thirteenth block diagram showing that a pilot drive unitis provided to the output terminal of the active rotational power sourceof the present invention.

FIG. 47 is the fourteenth block diagram showing that a pilot drive unitis provided to the output terminal of the active rotational power sourceof the present invention.

FIG. 48 is the fifteenth block diagram showing that a pilot drive unitis provided to the output terminal of the active rotational power sourceof the present invention.

FIG. 49 is the sixteenth block diagram showing that a pilot drive unitis provided to the output terminal of the active rotational power sourceof the present invention.

FIG. 50 is the seventeenth block diagram showing that a pilot drive unitis provided to the output terminal of the active rotational power sourceof the present invention.

FIG. 51 is the eighteenth block diagram showing that a pilot drive unitis provided to the output terminal of the active rotational power sourceof the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention related to a split serial-parallel hybriddual-power drive system for the operation of a separation serial hybridpower train or a parallel hybrid power train includes an activerotational power source which frequently implemented by an internalcombustion engine; a first drive system comprised of a firstdynamo-electric unit essentially functioning as a generator, an optionalsecond dynamo-electric unit, and a clutch; a second drive systemcomprised of a second dynamo-electric unit essentially functioning as amotor; and a clutch to control the transmission status of the rotationalkinetic energy between the first and the second drive systems. When thesystem is controlled to operate in the mode of a serial hybrid powertrain, the rotational kinetic energy from the engine drives the firstdynamo-electric unit in the first drive system to operate as a generatorand the clutch between the first and the second dynamo-electric units isdisengaged. The power output from the first dynamo-electric unit drivesthe second dynamo-electric units of the first or the second drive systemto operate as a motor for providing rotational kinetic energy to drivethe load.

Under normal loading, the rotational kinetic energy output from theengine drives only the first drive system through the transmission, ordrives only the second drive system through the control by the clutch,or drives the loads of the first and the second drive systems at thesame time through the control by the clutch.

Depending on the operation requirement, an optional rechargeable energystorage device may be or may not be installed as part of the splitserial-parallel hybrid dual-power drive system. If the rechargeabledevice is provided, the primary operation functions of the systemincludes that the power from the rechargeable device drives the firstdynamo-electric unit in the first drive system to operate as a motor, ordrives the second dynamo-electric unit in the second drive system tooperate as a motor for providing the rotational kinetic energy to drivethe load.

Under light loading, the rotational kinetic energy from the enginedirectly drive the load, the first dynamo-electric unit in the firstdrive system with any or all of the second dynamo-electric unit of thefirst or the second drive system commonly operates as a generator tooutput power to recharge the rechargeable device or to the other loadthat consumes electrical power.

Under normal loading, the rotational kinetic energy from the enginedrives only the load of first drive system, or drives only the load ofsecond drive system or drives the loads of the first and the seconddrive systems at the same time.

Under heavy loading, the power from the rechargeable device drives thefirst dynamo-electric unit in the first drive system with any or all ofthe second dynamo-electric unit of the first or the second drive systemoperates as a motor to jointly drive the load with the power from theengine to provide the operation of the parallel hybrid power train.

The basic system of the present invention includes the active rotationalpower source, frequently implemented by an internal combustion engineused to produce rotational kinetic energy to directly drive the load or,via the optional controllable clutch, or a transmission unit ofmulti-speed or continuously variable transmission function, or inverseshift function, or idling function or torque conversion function; whilethe rotational kinetic energy from the active rotational power sourcedrives the first dynamo-electric unit to operate as a generator tocomplete the configuration of the first drive system.

Power generated by the first dynamo-electric unit drives the seconddynamo-electric unit adapted to the first or the second drive system tooperate as a motor for driving the load or providing power to other loadthat consumes electrical power.

The second dynamo-electric unit of the first drive system is anoptionally adapted item which assisting drive the load of first drivesystem, the necessity of second dynamo-electrical unit installationdepends on system requirement.

The second drive system is comprised by second dynamo-electric unit asthe power source to drive the load directly or through an optionaltransmission unit. An optional transmission or a clutch may be installedbetween the second drive system and the active rotational power sourceto control the transmit or disengagement of rotational kinetic betweenthe second drive system and the active rotational power sources. Anoptional transmission unit or clutch may be installed at between arotational part of the second dynamo-electric unit of the second drivesystem or a rotational mechanism driven by the second drive system, anda rotational part of the first or the second dynamo-electric unit in thefirst drive system or the rotational mechanism driven by the first drivesystem to control whether operation of coupled transmission of therotational kinetic energy or separation operation without coupledtransmission between the first and the second drive systems is required.

Under light loading, the operation of the split serial-parallel hybriddual-power drive system could be controlled to perform serial orparallel hybrid power transmission. In the parallel transmission mode,the power from the active rotational power source may transmit to theload of first drive system for driving, or disengage from the load offirst drive system.

Under the operation of serial hybrid power transmission, the activerotational power source may be regulated to coupled transmission ordisengaged from the load driven by the first drive system by demand. Inthe status of disengaged from coupled transmission, the clutch disposedbetween the first and the second drive systems is disengaged while theengine as the active rotational power source provides the function ofoutputting the rotational kinetic energy subject to the control bymanual or through a control system to drive the first dynamo-electricunit to operate as a generator, thus to further drive the seconddynamo-electric unit in the first or the second drive system to operateas a motor to drive the load.

Under normal or a heavy loading, the system could be configured toparallel hybrid power transmission mode, the rotational kinetic energyfrom the engine to drive either or both loads of the first and thesecond drive systems. If an optional rechargeable device is installed,it could be incorporated to provide electrical energy to the firstdynamo-electrical unit of the first drive system or to the seconddynamo-electric unit in the first or the second drive system functioningas a motor with the power of engine to jointly drive the load duringstart-up or acceleration or other heavy loading situation; or directlydrive the load under light loading or urban driving mode.

If an engine is implemented as the active rotational power source, thesplit serial-parallel hybrid dual-power drive system of the presentinvention essentially provides the following functions:

-   -   The rotational kinetic energy from the engine transmit through        the transmission unit to drive the load of the first drive        system, or to drive the load of second drive system, or the        loads of both systems; and    -   When the system operates under serial hybrid power transmission        mode, the rotational kinetic energy from the engine drives the        load of the first drive system comprised of the transmission        unit, the optional clutch, and the transmission unit with        functions of multi-speed or continuously variable transmission,        inverse, or idling shift, or torque conversion. With the        rotational kinetic energy from the engine, the first        dynamo-electric unit in the first drive system operates as a        generator to drive the second dynamo-electric unit in the first        or the second drive system to operate as a motor to drive the        loads of first or second drive system or other loads demanding        electrical power.

Under light loading, the split serial-parallel hybrid dual-power drivesystem could be manipulated to provide serial or parallel hybrid powertransmission. Under parallel hybrid power transmission mode, the activerotational power source and the load of the first drive system maycoupled in transmission state for load driving, or disengaged from theload of first drive system, splitting from the driving power of engine.

When the system operating in serial transmission mode, the clutchbetween the first and the second drive systems is disengaged, and theactive rotational power source may coupled with or disengaged from theload of the first drive system. Meanwhile, the engine serving as theactive rotational power source subject to the control by manual or by acontrol system drives the first dynamo-electric unit to operate as agenerator drive the second dynamo-electric unit in the first or thesecond drive system to operate as a motor for driving the load.

When the system operating in the parallel power transmission mode,rotational kinetic energy from the engine drive the load directly orsimultaneously drive the first dynamo-electric unit in the first drivesystem which operate as a generator to drive the second dynamo-electricunits of the first or the second drive system to function as a motor forrespectively load driving, or the power generated from the firstdynamo-electric unit to drive any other electrical powered load.

If an optional rechargeable device is adapted with the system, theoperating functions of the parallel hybrid power transmission include:

-   -   Power supplied from the rechargeable device drives the first        dynamo-electric unit in the first drive system and any or all        the second dynamo-electric unit in the first or the second drive        system; or drives any dynamo-electric unit to operate as a motor        for driving the load; or the first or the second dynamo-electric        unit operates as a motor to output the rotational power jointly        drive the load with power from the engine; or    -   Power supplied form the rechargeable device drives the first        dynamo-electric unit in the first drive system and any or all of        the second dynamo-electric unit in the first or the second drive        system to operate as the motor for driving the load;    -   Kinetics from the engine drive the first dynamo-electric unit in        the first drive system and any or all of the second        dynamo-electric unit in the first or the second drive system to        operate as a generator to recharge the rechargeable device or        supply power to other electrical loading;    -   The load inversely drives the dynamo-electric unit in the first        drive system and any or all the second dynamo-electric unit in        the first or the second drive system to operate as a generator        of power regeneration to recharge the rechargeable device or        supply power to other electrical loading;    -   The mechanical damp of the engine functions as a brake drives,        or together with the rechargeable device when provided, the        dynamo-electric unit in the first drive system and any or all        the second dynamo-electric unit in the first or the second drive        system to operate as a generator of power regeneration to        recharge the rechargeable device or supply power to other load        that consumes power; and    -   The rechargeable device drives the dynamo-electric unit in the        first drive system and any or all of the second dynamo-electric        unit in the first or the second drive system to operate as an        engine starting motor or to drive other mechanical loading.

Pressurized mixture of air and the fuel, or natural gas or other gaseswhether in the form of liquid fuel such as gasoline, diesel oil or otherfuels including hydrogen currently in development fed to the internalcombustion engine is given a brake specific fuel consumption dependingon the load torque and rpm. For higher operating efficiency, whether theseparation serial-parallel dual-power system operating in the serial orparallel hybrid power transmission mode, fuel saving and pollutionreduction could be accomplished by setting the engine operation inoptimal rpm range and operating conditions of higher energy efficiency.Both of the rpm range and optimal operation conditions to be set for theengine are maintained by the system operating under serial or parallelhybrid power transmission mode, the engine drives the firstdynamo-electric unit to operate as a generator, and drives the seconddynamo-electric unit to operate as a motor so to control the enginerunning within an rpm range of lower fuel consumption with a higherpower output to operating inside the optimal brake specific fuelconsumption region. When the optional rechargeable device is adapted tothe system, the engine drives the first dynamo-electric unit in thefirst drive system to operate as a generator to recharge therechargeable device, or the power from the rechargeable device and thatfrom the first dynamo-electric unit in the first drive system jointlydrive the second dynamo-electric unit in the first or the second drivesystem to operate as a motor to drive the load. The engine is controlledto run within specific range of rpm and operating conditions with higherenergy efficiency. That is, when the system operates as a serial orparallel hybrid power transmission modes under light loading, therotational kinetic energy from the engine drive the firstdynamo-electric unit in the first drive system and any or all of thesecond dynamo-electric unit in the first or the second drive system tooperate as a generator for charging the rechargeable device or supplypower to other electrical loading.

By providing all or any part of those functions described above, thepresent invention refined the drawback of lower efficiency and higherpollution of the engine running at lower power output and lower rpm.

FIG. 1 shows a system block diagram of the present invention in asystematic configuration of the active rotational power source, thefirst and the second dynamo-electric units, an operational clutch and anoptional transmission unit.

The split serial-parallel hybrid dual-power drive system illustrated inFIG. 1 is essentially comprised of sub units or device such as activerotational power source, dynamo-electrical units, transmission unit,transmission speed regulating unit, clutch, drive control unit, centralcontrol unit, rechargeable device, or auxiliary rechargeable device, orpower driven load, each element of present system described above withits specific function as follows:

-   -   The active rotational power source 100: comprised of one or        multiple internal combustion engine, external combustion engine,        turbine engine, or any other physical effect generating        rotational kinetic energy power source. The rotary part of the        active rotational source may directly coupled to the first        dynamo-electric unit 101, or coupled to the rotary part of the        first dynamo-electric unit 101 through an optional transmission        unit 109, a transmission unit 129, or a clutch 102.    -   The first dynamo-electric unit 101: comprised of one or multiple        rotary electrical machine providing functions as a generator, or        one or multiple AC, brushless, brush, synchronous, or        asynchronous rotary electrical machine that can be switched        between the operation as a generator or a motor. When the second        dynamo-electric unit 103 is adapted to the first drive system        1001, the rotary part of the first dynamo-electric unit 101 is        coupled to the second dynamo-electric unit 103 through the        clutch 112 or a differential gear set or a planetary gear set;        or through the clutch 112 and an optional transmission unit 109.    -   The second dynamo-electric unit 103: comprised of one or        multiple rotational motor providing functions of a rotary        electrical machine, or one or multiple AC, brushless, brush,        synchronous, or asynchronous rotary electrical machine that can        switched between the operation as a generator or a motor for        providing power source to the second drive system 1002; the        output terminal of the rotation part of the second        dynamo-electric unit 103 directly output the rotational kinetic        energy to drive the load or through the clutch 122 or the        optional transmission unit 109; if an optional clutch 132 is        adapted to the system, the input end of the second        dynamo-electric unit 103 is either directly or through the        transmission unit, or the differential transmission unit 109        coupled to the clutch 132.    -   The clutch 102: relates to a transmission unit operating by        manual, mechanical force, eccentric force, pneumatic, or        hydraulic force, or electromagnetic controlled clutch, or single        way clutch, or torque adjustable coupler, or any other        transmission device that engage or disengage the mechanical        rotational kinetic energy. The clutch 102 is directly coupled or        through the transmission unit 129 to coupled between the rotary        part of the active rotational power source 100 and the first        dynamo-electrical unit 101. Depending on requirement, one or        multiple or none clutch 102 may be provided.    -   The clutch 112: an optional item relates to a transmission        operating by manual, mechanical force, eccentric force,        pneumatic, or hydraulic flow force, or electromagnetic        controlled clutch, or single way clutch, or torque adjustable        coupler, or any other transmission device that engage or        disengage the mechanical rotational kinetic energy. The clutch        112 is coupled between the rotary part of the second        dynamo-electric unit 103 and the output terminal of the active        rotational power source 100, or between the second        dynamo-electric unit 103 and the first dynamo-electric unit 101.    -   The clutch 122: an optional item relates to a transmission        operating by manual, mechanical force, eccentric force,        pneumatic, or hydraulic flow force, or electromagnetic        controlled clutch, or single way clutch, or torque adjustable        coupler, or any other transmission device that engage or        disengage the mechanical rotational kinetic energy. The clutch        122 is coupled to where between the input end of the load 120        and the rotary part of the second dynamo-electric unit 103. One        or multiple clutch 122 may be provided by demand. The function        of the clutch 122 may be replaced with the idling function of        the transmission device 109 or a torque adjustable coupler        connected to the input end of the load 120.    -   The Clutch 132: an optional item relates to a transmission        operating by manual, mechanical force, eccentric force,        pneumatic, or hydraulic flow force, or electromagnetic        controlled clutch, or single way clutch, or torque adjustable        coupler, or any other transmission device that engage or        disengage the mechanical rotational kinetic energy. The clutch        132 is coupled to where between the transmission unit 129 which        connected to the rotary part of the active rotational power        source 100 and the rotary part of the second dynamo-electrical        unit 103 of the second drive system 1002; or alternatively        coupled between the rotary mechanism of a power train that        produces or transmits the active rotational kinetic energy in        the first drive system 1001 and the rotary mechanism that        produces or transmits the active rotational function in the        second drive system 1002 to control the transmission of        rotational kinetic energy between the first and the second drive        systems 1001, 1002 to be transmitted or disengaged; while        multiple second drive systems 1002 are adapted to the system,        the clutch 132 is set for regulating the transmission or        disconnect the rotational kinetic energy among the multiple        second drive systems 1002. One or multiple or no clutch 132 may        be provided by demand.    -   The transmission unit 129: comprise of an automatic,        semi-automatic or manual multiple-speed or continuously variable        transmission device or one at a fixed speed ratio, or a        differential gear set, or a rotational gear set, a fluid torque        coupler, or a belt continuously variable transmission (CVT) or        any other transmission of the prior art that is provided with        idling and reverse gear functions to be optionally coupled to        the rotation part of the active rotational power source 100;        with the output terminal of the transmission unit 120 to be        either directly or through the transmission unit 109 or the        clutch 102 drive the first dynamo-electrical unit 101, or the        load 120 of the first drive system 1001; or is coupled to the        input end of the clutch 132. The transmission unit 129 may or        may not be provided by requirement, and may be replaced with a        planet gear set 801, or a rotational gear set 1030, or a dual        acting dynamo-electric unit 1040.    -   The transmission unit 109: an optional item comprised of an        automatic, semi-automatic or manual multiple-speed or        continuously variable transmission device or one at a fixed        speed ratio, or a differential gear set, or a rotational gear        set, a fluid torque coupler, or a belt continuously variable        transmission (CVT) or any other transmission of the prior art        that as required is coupled to where between the rotary part of        the active rotational power source 100 and the clutch 102, or at        where between the clutch 102 and the rotary part of the first        dynamo-electric unit 101, or at where between the rotary parts        respectively between the first dynamo-electrical unit 101, and        the clutch 112, or at where between the rotary parts        respectively of the clutch 112 and the second dynamo-electrical        unit 103, or at where between the rotary parts respectively        between the second dynamo-electrical unit 103 and the clutch        122, or at where between the rotary parts respectively of the        clutch 122 and the load 120. The transmission unit 109 may or        may not be installed depending on requirement.    -   The drive control unit 104: an optional device comprised of an        electro-mechanical or solid-state circuit provided for        controlling the system operation under serial hybrid power        transmission mode. While the first dynamo-electric unit 101 in        the first drive system 1001 operating as a generator, the drive        control unit 104 controls the power output to drive the second        dynamo-electric unit 103 of the first or the second drive system        1001, 1002, and/or recharge the rechargeable device 106; or        controls the power from the rechargeable device 106 to drive the        first and the second dynamo-electric units 101, 103 each        operating as a motor, or any of those dynamo-electrical units        referred above for its operation variables such as driving        voltage, amperage, polarity (in case of DC), frequency and phase        (in case of AC) thus its rotating direction, rpm, torque and        malfunction prevention. Alternatively, when the first        dynamo-electric unit 101 in the first drive system 1001 and the        second dynamo-electric unit 103 in the first or the second drive        system 1001 or 1002, or any part of those dynamo-electric units        therein is inversely driven to operate as a generator, the drive        control unit 104 is applied to regulate the recharging power        transferred to the rechargeable device 106 or power supplied to        other electrical loading for the dynamo-electric unit to operate        for breaking function by regenerated power.    -   The central control unit 105: an optional item comprised of        solid-status or electro-mechanical device, or chip and related        working software; processing the commanding signal from control        interface 107 to control the split serial-parallel hybrid        dual-power transmission system to operating in optimal fuel        consumption and pollutant control, i.e., to regulating the        system to operating in optimal brake specific fuel consumption        region under either serial or parallel hybrid power transmission        mode by having the engine to operate in a specific range of rpm        which consumes less fuel yet yields higher power efficiency. The        central control unit 105 sending command signals to the drive        control unit 104 to control the operation of relative functions        among the first dynamo-electric unit 101 in the first drive        system 1001, the second dynamo-electric unit 103 in the first or        the second drive system 1001 or 1002, and the rechargeable        device 106, and controls the feedback monitoring and interaction        among various units in the system.    -   The rechargeable device 106: an optional item implemented by        various types of rechargeable batteries, super capacitors, or        any other rechargeable device.    -   The control interface 107: an optional item comprised of        solid-state, or electro-mechanical device, or chip, and related        working software to receive inputs by manual or by control        signals to control the operation of the split serial-parallel        dual-power system.    -   The auxiliary rechargeable device 110: comprised of various        types of rechargeable batteries, super capacitors, or flywheel        storage, or any other rechargeable device with its power        controlled by a startup switch 111 to drive a startup motor 121        adapted to the engine serving as the active rotational power        source 100 thus to directly or through the transmission device        119, or to supply power to its peripheral equipment or any other        electrical power driven load 130. The auxiliary rechargeable        device 110, the startup switch 111 and the startup motor 121 are        all optional items.    -   The power driven load 130: an optional item provided as a        peripheral load driven by the first dynamo-electric unit 101 or        the second dynamo-electric unit 103 operating as a generator, or        by the rechargeable device 106, or the auxiliary rechargeable        device 110 to output the rotational kinetic energy to drive land        or surface transportation means or aircraft, and industrial        equipment that requires to receive the input of rotational        mechanical kinetics.

Given with an engine as the active rotational power source, the splitserial-parallel hybrid dual-power drive system provides partial or allof the following functions:

-   -   The rotational kinetic energy from the engine power drives all        or partial of the load 120 adapted to the first drive system        1001 and/or the load 120 adapted to the second drive system        1002.    -   When the system is operating in serial hybrid power transmission        mode, the engine is regulated to run from lower rpm up to higher        rpm, or at a desired rpm to drive the first dynamo-electric unit        101 in the first drive system 1001 to function as a generator.        If the system is not equipped with the rechargeable device 106,        the power generated from the first dynamo-electric unit 101        drives the second dynamo-electric unit 103 in the first drive        system 1001 or the second drive system 1002 to operate as a        motor for generating the rotational kinetic energy to drive the        load 120. If the rechargeable device 106 is provided and under        light loading, the power generated by the first dynamo-electric        unit 101 in the first drive system 1001 drives the second        dynamo-electric unit 103 in the first drive system 1001 or the        second drive system 1002 and recharging the rechargeable device        106 simultaneously; under heavy loading, the power generated by        the first dynamo-electric unit 101 in the first drive system        1001 and power from the rechargeable device 106 jointly drive        the second dynamo-electric unit 103 adapted to the first drive        system 1001 or to the second drive system 1002 for generating        the rotational kinetic energy to drive the load 120 and        simultaneously governing the engine to run at desired rpm which        yields higher energy efficiency for fuel consumption and        pollution reduction. The definition of desired rpm mentioned        above generally refers to the rpm range to achieve the optimal        brake specific fuel consumption wherein the engine runs with        lower fuel consumption but higher output power no matter the        system is operating in a serial or parallel hybrid power        transmission mode. When the rechargeable device 106 is provided,        the power generated by the first dynamo-electric unit 101 driven        by the engine recharges the rechargeable device 106; or the        power from the rechargeable device 106 and that from the first        dynamo-electric unit 101 jointly drive the second        dynamo-electric unit 103 to operate as a motor to drive the load        120 for maintaining the engine to run at a desired rpm which        yields higher energy efficiency. The definition of the desired        rpm generally refers to the rpm range to achieve the optimal        brake specific fuel consumption region wherein the engine runs        at lower fuel consumption with relatively higher output power        whether the system is operating in a serial or parallel hybrid        power transmission mode.    -   When the optional rechargeable device 106 is provided and the        system operating under parallel hybrid power transmission mode,        the power from the rechargeable device 106 drives the first        dynamo-electric unit 101 in the first drive system 1001 and/or        the second dynamo-electric unit 103 in the first drive system        1001 or in the second drive system 1002 to operate as a motor to        jointly drive the load 120 with the engine. Under light loading        condition, besides driving the load 120, the rotational kinetic        energy from the engine simultaneously drive the first        dynamo-electric unit 101, and the second dynamo-electrical unit        103 in the first drive system 1001 or in the second drive system        1002 or any part of the second dynamo-electrical unit 103        therein to recharge the rechargeable device 106 or supply power        to other electrical power driven load 130. Under heavy loading,        the power from the rechargeable device 106 drives the first        dynamo-electric unit 101 in the first drive system 1001 and the        second dynamo-electric unit 103 in the first drive system 1001        or in the second drive system 1002 or any part of the second        dynamo-electric unit 103 therein for jointly driving the load        with those rotational kinetic energy output from the engine.    -   The power form the rechargeable device 106 drives the first        dynamo-electric unit 101 in the first drive system 1001, and the        second dynamo-electric unit 103 in the first drive system 1001        or in the second drive system 1002 or any part of the second        dynamo-electric unit 103 therein to operate as a generator for        driving the load 120.    -   The first dynamo-electric unit 101 in the first drive system        1001, and the second dynamo-electric unit 103 in the first drive        system 1001 or in the second drive system 1002 or any or part of        the second dynamo-electric unit 103 therein is driven by the        engine to operate as a generator for power regeneration to        recharge the rechargeable device 106 or supply power to any        other electrical loading 130.    -   The first dynamo-electric unit 101 in the first drive system        1001, and the second dynamo-electric unit 103 in the first drive        system 1001 or in the second drive system 1002 or any part of        the second dynamo-electric unit 103 therein is reversely driven        by the load 120 to operate as a generator for power regeneration        to recharge the rechargeable device 106 or supply power to any        other electrical load 130.    -   When the rechargeable device 106 is provided, the mechanical        damping of the engine provides braking function, and the first        dynamo-electric unit 101 in the first drive system 1001, and the        second dynamo-electric unit 103 in the first drive system 1001        or in the second drive system 1002 or any part of the second        dynamo-electric unit 103 therein operates as a generator to        recharge the rechargeable device 106 or supply power to any        other electrical-driven load 130.    -   The rechargeable device 106 drives the first dynamo-electric        unit 101 in the first drive system 1001, and the second        dynamo-electric unit 103 in the first drive system 1001 or in        the second drive system 1002 or any part of the second        dynamo-electric unit 103 therein to operate as a motor for        engine starting up.    -   The clutch 132 is controlled to engage for transmitting the        rotational kinetic energy between the transmission unit 129 and        the second drive system 1002 coupled to the active rotational        power source 100, or transmitting the rotational kinetic energy        between the first drive system 1001 and the second drive system        1002, or transmitting the rotational kinetic energy between or        among multiple second drive systems; and to cut off the        transmission of rotational kinetic energy when disengaged.

FIGS. 2 through 39 are preferred embodiments of the present inventionbased on those sub systems and functions, and those preferred embodimentdo not limit any other applications on the same principles. To simplifythe description, the continuously variable transmission unit 109, theauxiliary rechargeable device 110, the startup switch 111, the startupmotor 121, the central control unit 105, and the control interface 107as illustrated in FIG. 1 are omitted while the engine functions as theactive rotational power source 100 with the first dynamo-electric unit101, the second dynamo-electric unit 103, clutches 102, 112, 122, and132, the drive control unit 104 and the optional rechargeable device106, the power drive load 130 are retained in those preferredembodiments illustrated in FIGS. 2 through 39 to drive the load 120.

FIGS. 2 through 51 are preferred embodiment of various drive systemsbased on the system as illustrated in FIG. 1 with each individualpreferred embodiment provides all or partial of the following operatingfunctions:

-   -   System Function 1: the optional rechargeable device 106 is not        provided in the system and the system operates in serial hybrid        power transmission mode. Whether the rotational kinetic energy        from the active rotational drives the load 120 through the first        drive system 1001 or not, the system could be regulated by        manual control, or by the control system comprised of the        central control unit 105 and the drive control unit 104 to        control the rotational kinetic energy from the active rotational        power source 100 to drive the first dynamo-electric unit 101 to        operate as a generator which further drives the second        dynamo-electric unit 103 in the first drive system 1001 to        operate as a motor for driving the load 120.    -   System Function 2: the optional rechargeable device 106 is not        provided in the system and the system operates in serial hybrid        power transmission mode. Whether the rotational kinetic energy        from the active rotational drives the load 120 through the first        drive system 1001 or not, the system could be regulated by        manual control, or by the control system comprised of the        central control unit 105 and the drive control unit 104 to        control the rotational kinetic energy from the active rotational        power source 100 to drive the first dynamo-electric unit 101 to        operate as a generator which further drives the second        dynamo-electric unit 103 in the second drive system 1002 to        operate as a motor for driving the load 120.    -   System Function 3: the optional rechargeable device 106 is not        provided in the system and the system operates in serial hybrid        power transmission mode. Whether the rotational kinetic energy        from the active rotational drives the load 120 through the first        drive system 1001 or not, the system could be regulated by        manual control, or by the control system comprised of the        central control unit 105 and the drive control unit 104 to        control the rotational kinetic energy from the active rotational        power source 100 to drive the first dynamo-electric unit 101 to        operate as a generator which further drives the second        dynamo-electric unit 103 each provided in the first drive system        1001 and in the second drive system 1002 at the same time to        operate as a motor for driving the load 120.    -   System Function 4: the optional rechargeable device 106 is        provided in the system and the system operates in serial hybrid        power transmission mode. Whether the rotational kinetic energy        form the active rotational drives the load 120 through the first        drive system 1001 or not, the system could be regulated by        manual control, or by the control system comprised of the        central control unit 105 and the drive control unit 104 to        control the rotational kinetic energy from the active rotational        power source 100 which further recharge the rechargeable device        106 or supply power to any other electrical power driven load        130 (including any externally connected unspecified load) and to        drive the second dynamo-electric unit 103 in the first drive        system 1001 (including any subunit such as the pilot drive unit        1000) to operate as a motor for driving the load 120.    -   System Function 5: the optional rechargeable device 106 is        provided in the system and the system operates in serial hybrid        power transmission mode. Whether the rotational kinetic energy        from the active rotational drives the load 120 through the first        drive system 1001 or not, the system could be regulated by        manual control, or by the control system comprised of the        central control unit 105 and the drive control unit 104 to        control the rotational kinetic energy from the active rotational        power source 100 to drive the first dynamo-electric unit 101 to        operate as a generator which further recharge the rechargeable        device 106 or supply power to any other electrical power driven        load 130 (including any externally connected unspecified load)        and to drive the second dynamo-electric unit 103 in the second        drive system 1002 to operate as a motor for driving the load        120.    -   System Function 6: the optional rechargeable device 106 is        provided in the system and the system operates in serial hybrid        power transmission mode. Whether the rotational kinetic energy        from the active rotational drives the load 120 through the first        drive system 1001 or not, the system could be regulated by        manual control, or by the control system comprised of the        central control unit 105 and the drive control unit 104 to        control the rotational kinetic energy from the active rotational        power source 100 to drive the first dynamo-electric unit 101 to        operate as a generator to further recharge the rechargeable        device 106 or supply power to any other electrical power driven        load 130 (including any externally connected unspecified load)        and to drive the second dynamo-electric unit 103 each in the        first drive system 1001, and in the second drive system 1002 to        operate as a motor for driving the load 120.    -   System Function 7: the optional rechargeable device 106 is        provided in the system and the system operates in serial hybrid        power transmission mode. Whether the rotational kinetic energy        from the active rotational drives the load 120 through the first        drive system 1001 or not, the system could be regulated by        manual control, or by the control system comprised of the        central control unit 105 and the drive control unit 104 to        control the rotational kinetic energy from the active rotational        power source 100 to drive the first dynamo-electric unit 101 to        operate as a generator and that power from the rechargeable        device 106 to jointly drive the second dynamo-electric unit 103        in the first drive system 1001 (including any subunit such as        the pilot drive unit 1000) to operate as a motor for driving the        load 120.    -   System Function 8: the optional rechargeable device 106 is        provided in the system and the system operates in serial hybrid        power transmission mode. Whether the rotational kinetic energy        from the active rotational drives the load 120 through the first        drive system 1001 or not, the system could be regulated by        manual control, or by the control system comprised of the        central control unit 105 and the drive control unit 104 to        control the rotational kinetic energy from the active rotational        power source 100 to drive the first dynamo-electric unit 101 to        operate as a generator, with the power from the rechargeable        device 106 to jointly drive the second dynamo-electric unit 103        in the second drive system 1002 to operate as a motor for        driving the load 120.    -   System Function 9: the optional rechargeable device 106 is        provided in the system and the system operates in serial hybrid        power transmission mode. Whether the rotational kinetic energy        from the active rotational drives the load 120 through the first        drive system 1001 or not, the system could be regulated by        manual control, or by the control system comprised of the        central control unit 105 and the drive control unit 104 to        control the rotational kinetic energy from the active rotational        power source 100 to drive the first dynamo-electric unit 101 to        operate as a generator and with the power from the rechargeable        device 106 to jointly drive the second dynamo-electric unit 103        each in the first drive system 1001 and in the second drive        system 1002 to operate as a motor for driving the load 120.    -   System Function 10: the rotational kinetic energy from the        engine serves as the active rotational power source 100 drives        the load 120 of the first drive system 1001.    -   System Function 11: the rotational kinetic energy from the        engine serves as the active rotational power source 100 drives        the load 120 of the second drive system 1002.    -   System Function 12: the rotational kinetic energy from the        engine serves as the active rotational power source 100        simultaneously drives the load 120 of the first drive system        1001 and the load 120 of the second drive system 1002.    -   System Function 13: the rotational kinetic energy from the        engine serves as the active rotational power source 100 drives        the load 120 of the first drive system 1001, and simultaneously        drives the first dynamo-electric unit 101 to operate as a        generator to recharge the rechargeable device 106 or supply        power to any other electrical power driven load 130 (including        any externally connected unspecified load).    -   System Function 14: the rotational kinetic energy from the        engine serves as the active rotational power source 100 drives        the load 120 of the first drive system 1001, and simultaneously        drives the second dynamo-electric unit 103 in the first drive        system 1001 or in the second drive system 1002 to operate as a        generator to recharge the rechargeable device 106 or supply        power to any other electrical power driven load 130 (including        any externally connected unspecified load).    -   System Function 15: the rotational kinetic energy from the        engine serves as the active rotational power source 100 drives        the load 120 of the first drive system 1001, and drives the        first dynamo-electric unit 101 to operate as a generator and        simultaneously drives the second dynamo-electric unit 103 in the        first drive system 1001 or in the second drive system 1002 to        operate as a generator to recharge the rechargeable device 106        or supply power to any other electrical power driven load 130        (including any externally connected unspecified load).    -   System Function 16: the rotational kinetic energy from the        engine serves as the active rotational power source 100 drives        the load 120 of the second drive system 1002, and simultaneously        drives the first dynamo-electric unit 101 to operate as a        generator to recharge the rechargeable device 106 or supply        power to any other electrical power driven load 130 (including        any externally connected unspecified load).    -   System Function 17: the rotational kinetic energy from the        engine serves as the active rotational power source 100 drives        the load 120 of the second drive system 1002, and simultaneously        drives the second dynamo-electric unit 103 in the first drive        system 1001 or in the second drive system 1002 to operate as a        generator to recharge the rechargeable device 106 or supply        power to any other electrical power driven load 130 (including        any externally connected unspecified load).    -   System Function 18: the rotational kinetic energy from the        engine serves as the active rotational power source 100 drives        the load 120 of the second drive system 1002, and drives the        first dynamo-electric unit 101 to operate as a generator and        simultaneously drives second dynamo-electric unit 103 in the        first drive system 1001 or in the second drive system 1002 to        operate as a generator to recharge the rechargeable device 106        or supply power to any other electrical power driven load 130        (including any externally connected unspecified load).    -   System Function 19: the rotational kinetic energy from the        engine serves as the active rotational power source 100 drives        the load 120 of the first drive system 1001, and simultaneously        drives the load 120 of the second drive system 1002; the active        rotational power source 100 also drives the first        dynamo-electric unit 101 to operate as a generator to recharge        the rechargeable device 106 or supply power to any other        electrical power driven load 130 (including any externally        connected unspecified load).    -   System Function 20: the rotational kinetic energy from the        engine serves as the active rotational power source 100 drives        the load 120 of the first drive system 1001, and simultaneously        drives the load 120 of the second drive system 1002; the active        rotational power source 100 also simultaneously drives the        second dynamo-electric unit 103 in the first drive system 1001        or in the second drive system 1002 to operate as a generator to        recharge the rechargeable device 106 or supply power to any        other electrical power driven load 130 (including any externally        connected unspecified load).    -   System Function 21: the rotational kinetic energy from the        engine serves as the active rotational power source 100 drives        the load 120 of the first drive system 1001, and simultaneously        drives the load 120 of the second drive system 1002; the active        rotational power source 100 also simultaneously drives the first        dynamo-electric unit 101 to operate as a generator and the        second dynamo-electric unit 103 in the first drive system 1001        or in the second drive system 1002 to operate as a generator to        recharge the rechargeable device 106 or supply power to any        other electrical power driven load 130 (including any externally        connected unspecified load).    -   System Function 22: the power from the rechargeable device 106        drives the second dynamo-electric unit 103 in the first drive        system 1001 or in the second drive system 1002 to operate as a        motor, or simultaneously drives both of the second        dynamo-electric units 103 in the first and the second drive        systems 1001, 1002 to further drive the load 120 of the first        drive system 1001.    -   System Function 23: the power from the rechargeable device 106        drives the second dynamo-electric unit 103 in the first drive        system 1001 or in the second drive system 1002 to operate as a        motor, or simultaneously drives both of the second        dynamo-electric units 103 in the first and the second drive        systems 1001, 1002 to further drive the load 120 of the second        drive system 1002.    -   System Function 24: the power from the rechargeable device 106        drives the second dynamo-electric unit 103 in the first drive        system 1001 or in the second drive system 1002 to operate as a        motor, or simultaneously drives both of the second        dynamo-electric units 103 in the first and the second drive        systems 1001, 1002 to further drive both loads 120 respectively        of the first and the second drive system 1001, 1002.    -   System Function 25: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to operate as a motor        for driving the load 120 of the first drive system 1001.    -   System Function 26: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to operate as a motor        for driving the load 120 of the second drive system 1002.    -   System Function 27: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to operate as a motor        for driving both loads 120 respectively of the first and the        second drive system 1001, 1002.    -   System Function 28: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to operate as a motor,        or drives the second dynamo-electric unit 103 in the first drive        system 1001 or in the second drive system 1002 to function as a        motor, or simultaneously drives both of the first        dynamo-electric unit 101 and the second dynamo-electric unit 103        to operate as a motor for driving the load 120 of the first        drive system 1001.    -   System Function 29: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to operate as a motor,        or drives the second dynamo-electric unit 103 in the first drive        system 1001 or in the second drive system 1002 to function as a        motor, or simultaneously drives both of the first        dynamo-electric unit 101 and the second dynamo-electric unit 103        to operate as a motor for driving the load 120 of the second        drive system 1002.    -   System Function 30: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to operate as a motor,        or drives the second dynamo-electric unit 103 in the first drive        system 1001 or in the second drive system 1002 to function as a        motor, or simultaneously drives both of the first        dynamo-electric unit 101 and the second dynamo-electric unit 103        to operate as a motor for driving both loads 120 respectively of        the first drive system 1001 and the second drive system 1002.    -   System Function 31: the power from the rechargeable device 106        drives the second dynamo-electric unit 103 in the first drive        system 1001 to operate as a motor for producing the rotational        kinetic energy for jointly driving the load 120 of the first        drive system 1001 with the power from the active rotational        power source 100.    -   System Function 32: the power from the rechargeable device 106        drives the second dynamo-electric unit 103 in the second drive        system 1002 to operate as a motor for producing the rotational        kinetic energy for jointly driving the load 120 of the second        drive system 1002 with the power from the active rotational        power source 100.    -   System Function 33: the power from the rechargeable device 106        drives the second dynamo-electric unit 103 in the first drive        system 1001 and in the second drive system 1002 to function as a        motor for jointly driving the load 120 of the first drive system        1001 and the second system 1002 with the rotational kinetic        energy from the active rotational power source 100.    -   System Function 34: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to function as a motor        for jointly driving the load 120 of the first drive system 1001        with the rotational kinetic energy from the active rotational        power source 100.    -   System Function 35: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to function as a motor        for producing the rotational kinetic energy for jointly driving        the load 120 of the second drive system 1002 with the power from        the active rotational power source 100.    -   System Function 36: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to function as a motor        for jointly driving both loads 120 of the first drive system        1001 and the second drive system 1002 with the rotational        kinetic energy from the active rotational power source 100.    -   System Function 37: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to function as a motor        and simultaneously drives the second dynamo-electric unit 103 in        the first drive system 1001 to operate as a motor for producing        the rotational kinetic energy to jointly driving the load 120 of        the first drive system 1001 with those from the active        rotational power source 100.    -   System Function 38: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to function as a motor        and simultaneously drives the second dynamo-electric unit 103 in        the second drive system 1002 to operate as a motor for producing        the rotational kinetic energy to jointly driving the load 120 of        the second drive system 1002 with the power from the active        rotational power source 100.    -   System Function 39: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to function as a motor        and simultaneously drives the second dynamo-electric unit 103 in        the first drive system 1001 or in the second drive system 1002        to operate as a motor for producing the rotational kinetic        energy to jointly driving both loads 120 respectively of the        first drive system 1001 and the second drive system 1002 with        the power from the active rotational power source 100.    -   System Function 40: the load 120 of the first drive system 1001        reversely drives the first dynamo-electric unit 101 to operate        as a generator to recharge the rechargeable device 106 or supply        power to other electrical power driven load 130 (including any        externally connected unspecified load) to provide the function        of dynamic feedback electrical power regeneration from braking.    -   System Function 41: the load 120 of the second drive system 1002        reversely drives the first dynamo-electric unit 101 to operate        as a generator to recharge the rechargeable device 106 or supply        power to other electrical power driven load 130 (including any        externally connected unspecified load) to provide the function        of dynamic feedback electrical power regeneration from braking.    -   System Function 42: both loads 120 respectively of the first        drive system 1001 and the second drive system 1002 reversely        drives the first dynamo-electric unit 101 to operate as a        generator to recharge the rechargeable device 106 or supply        power to other electrical power driven load 130 (including any        externally connected unspecified load) to provide the function        of dynamic feedback electrical power regeneration from braking.    -   System Function 43: the load 120 of the first drive system 1001        reversely drives the second dynamo-electric unit 103 of the        first drive system 1001 to operate as a generator to recharge        the rechargeable device 106 or supply power to other electrical        power driven load 130 (including any externally connected        unspecified load) to provide the function of dynamic feedback        electrical power regeneration from braking.    -   System Function 44: the load 120 of the second drive system 1002        reversely drives the second dynamo-electric unit 103 of the        second drive system 1002 to operate as a generator to recharge        the rechargeable device 106 or supply power to other electrical        power driven load 130 (including any externally connected        unspecified load) to provide the function of dynamic feedback        electrical power regeneration from braking.    -   System Function 45: both loads 120 of the first drive system        1001 and the second drive system 1002 reversely drives the first        dynamo-electric unit 101 to operate as a generator, and both of        the second dynamo-electric units 103 in the first drive system        1001 and the second drive system 1002 to operate as a generator        to recharge the rechargeable device 106 or supply power to other        electrical power driven load 130 (including any externally        connected unspecified load) to provide the function of dynamic        feedback electrical power regeneration from braking.    -   System Function 46: the load 120 of the first drive system 1001        reversely drives the first dynamo-electric unit 101 to operate        as a generator, and inversely draws the second dynamo-electric        unit 103 in the first drive system 1001 to operate as a        generator to recharge the rechargeable device 106 or supply        power to other electrical power driven load 130 (including any        externally connected unspecified load) to provide the function        of dynamic feedback electrical power regeneration from braking.    -   System Function 47: the load 120 of the second drive system 1002        reversely drives the first dynamo-electric unit 101 to operate        as a generator, and inversely draws the second dynamo-electric        unit 103 in the second drive system 1002 to operate as a        generator to recharge the rechargeable device 106 or supply        power to other electrical power driven load 130 (including any        externally connected unspecified load) to provide the function        of dynamic feedback electrical power regeneration from braking.    -   System Function 48: both loads 120 respectively of the first        drive system 1001 and the second drive system 1002 reversely        drives the first dynamo-electric unit 101 to operate as a        generator, and inversely draw both second dynamo-electric units        103 in the first drive system 1001 and the second drive system        1002 to operate as a generator to recharge the rechargeable        device 106 or supply power to other electrical power driven load        130 (including any externally connected unspecified load) to        provide the function of dynamic feedback electrical power        regeneration from braking.    -   System Function 49: the mechanical damping of the engine        deployed as the active rotational power source 100 serves as the        brake for the load 120.    -   System Function 50: the mechanical damping of the engine        deployed as the active rotational power source 100 serves as the        brake for the load 120 of the first drive system 1001        simultaneously reverse drive the first dynamo-electric unit 101        to operate as a generator to recharge the rechargeable device        106 or supply power to other electrical power driven load 130        (including any externally connected unspecified load) to impose        braking force on the load 120 via the damping for power        regeneration.    -   System Function 51: the mechanical damp of the engine deployed        as the active rotational power source 100 to execute braking on        the load 120 of the second drive system 1002 simultaneously        reverse drive the first dynamo-electric unit 101 to operate as a        generator to recharge the rechargeable device 106 or supply        power to other electrical power driven load 130 (including any        externally connected unspecified load) to impose braking force        on the load 120 of the second drive system 1002 by the damping        for power regeneration.    -   System Function 52: the mechanical damping of the engine        deployed as the active rotational power source 100 to impose        breaking force on both loads 120 of the first drive system 1001        and the second drive system 1002 simultaneously reverse drive        the first dynamo-electric unit 101 to operate as a generator to        recharge the rechargeable device 106 or supply power to other        electrical power driven load 130 (including any externally        connected unspecified load) to impose braking force on both        loads 120 of the first drive system 1001 and the second drive        system 1002 by the damping for power regeneration.    -   System Function 53: the mechanical damping of the engine        deployed as the active rotational power source 100 impose        breaking force on the load 120 of the first drive system 1001        simultaneously reversely drive the second dynamo-electric unit        103 of the first drive system 1001 to operate as a generator to        recharge the rechargeable device 106 or supply power to other        electrical power driven load 130 (including any externally        connected unspecified load) to impose braking force on the load        120 of the first drive system 1001 by the damping for power        regeneration.    -   System Function 54: the mechanical damping of the engine        deployed as the active rotational power source 100 impose        breaking force on the load 120 of the second drive system 1002        simultaneously reversely drive the second dynamo-electric unit        103 of the second drive system 1002 to operate as a generator to        recharge the rechargeable device 106 or supply power to other        electrical power driven load 130 (including any externally        connected unspecified load) to impose breaking force on the load        120 of the second drive system 1002 by the damping for power        regeneration.    -   System Function 55: the mechanical damping of the engine        deployed as the active rotational power source 100 to impose        breaking force on both loads 120 of the first drive system 1001        and the second drive system 1002 simultaneously reversely drive        both second dynamo-electric units 103 of the first drive system        1001 and the second drive system 1002 to operate as a generator        to recharge the rechargeable device 106 or supply power to other        electrical power driven load 130 (including any externally        connected unspecified load) to impose breaking force on both        loads 120 respectively of the first drive system 1001 and the        second drive system 1002 by the damping for power regeneration.    -   System Function 56: the mechanical damping of the engine which        deployed as the active rotational power source 100 to impose        breaking force on the load 120 of the first drive system 1001        and simultaneously reversely drive the first dynamo-electric        units 101 to operate as a generator and also reversely driving        the second dynamo-electric unit 103 of the first drive system        1001 to operate as a generator to recharge the rechargeable        device 106 or supply power to other electrical power driven load        130 (including any externally connected unspecified load) to        impose the braking force on the load 120 of the first drive        system 1001 by the damping for power regeneration.    -   System Function 57: the mechanical damping of the engine which        deployed as the active rotational power source 100 to impose        breaking force on the load 120 of the second drive system 1002        and simultaneously reversely drive the first dynamo-electric        units 101 to operate as a generator and also reversely driving        the second dynamo-electric unit 103 of the second drive system        1002 to operate as a generator to recharge the rechargeable        device 106 or supply power to other electrical power driven load        130 (including any externally connected unspecified load) to        impose breaking force on the load 120 of the second drive system        1002 by the damping for power regeneration.    -   System Function 58: the mechanical damping of the engine which        deployed as the active rotational power source 100 to impose        breaking force on both loads 120 of the first drive system 1001        and the second drive system 1002 and simultaneously reversely        drive the first dynamo-electric units 101 to operate as a        generator and also reversely driving the second dynamo-electric        unit 103 of the second drive system 1002 to operate as a        generator to recharge the rechargeable device 106 or supply        power to other electrical power driven load 130 (including any        externally connected unspecified load) to impose breaking force        on both loads 120 of the first drive system 1001 and the second        drive system 1002 by the damping for power regeneration.    -   System Function 59: if the starting motor 121 is adapted to the        active rotational power source 100, the power from the        rechargeable device 106 drives the starting motor 121 for engine        starting up the engine which is deployed as the active        rotational source 100.    -   System Function 60: the power from the rechargeable device 106        drives the first dynamo-electrical unit 101 to operate as a        motor to start up the engine which serving as the active        rotational source 100.    -   System Function 61: the power from the rechargeable device 106        drives the second dynamo-electrical unit 103 in the first drive        system 1001 or in the second drive system 1002 to operate as a        motor to start up the engine which serving as the active        rotational source 100.    -   System Function 62: the power from the rechargeable device 106        drives the first dynamo-electrical unit 101 and simultaneously        driving the second dynamo-electrical unit 103 in the first drive        system 1001 or in the second drive system 1002 to operate as a        motor to start up the engine serving as the active rotational        power source 100.    -   System Function 63: the rotational kinetic energy from the        engine serving as the active rotational power source 100 drives        the first dynamo-electrical unit 101 to operate as a generator        to recharge the rechargeable device 106 or supply power to any        other electrical power driven load 130 (including any externally        connected unspecified load).    -   System Function 64: the rotational kinetic energy from the        engine deployed as the active rotational power source 100 drives        the second dynamo-electrical unit 103 in the first drive system        1001 or in the second drive system 1002 to operate as a        generator, or simultaneously drives both of the second        dynamo-electrical units 103 to recharge the rechargeable device        106 or supply power to any other electrical power driven load        130 (including any externally connected unspecified load).    -   System Function 65: the rotational kinetic energy from the        engine deployed as the active rotational power source 100 drives        the first dynamo-electrical unit 101 to operate as a generator        and simultaneously driving the second dynamo-electrical unit 103        in the first drive system 1001 or in the second drive system        1002 to operate as a generator, or simultaneously drives both of        the first and the second dynamo-electrical units 101, 103 to        recharge the rechargeable device 106 or supply power to any        other electrical power driven load 130 (including any externally        connected unspecified load).    -   System Function 66: the active rotational power source 100        drives the transmission unit 129 and the coupled clutch 1020 to        drive the transmission unit 109 which provides the regulating        capability of variable transmission, reversing or idling        functions to constitute the pilot drive unit 1000 for driving        the load 120.    -   System Function 67: the active rotational power source 100        drives the transmission unit 129 and the coupled clutch 1020 to        drive the transmission unit 109 which provides the regulating        capability of variable transmission, reversing or idling        functions and multiple shafts which allow differential output to        constitute the pilot drive unit 1000 for driving the load 120.    -   System Function 68: while rechargeable device 106 is not        provided, the active rotational power source 100 drives the        independent power generation unit 2000 which further drive the        second dynamo-electrical unit 103 in the first drive system        1001, or drive the second dynamo-electrical unit 103 in the        second drive system 1002, or simultaneously drive both of the        second dynamo-electrical units 103 respectively of the first        drive system 1001 and the second drive system 1002 to operate as        a motor for generating the rotational kinetic energy to drive        the load 120.    -   System Function 69: while rechargeable device 106 is provided,        the active rotational power source 100 drives the independent        power generation unit 2000 to further drive the second        dynamo-electrical unit 103 in the first drive system 1001, or        drive the second dynamo-electrical unit 103 in the second drive        system 1002, or simultaneously drive both of the second        dynamo-electrical units 103 respectively of the first drive        system 1001 and the second drive system 1002 to operate as a        motor for generating the rotational kinetic energy to drive the        load 120, and recharge the rechargeable device 106 or to supply        power to any other electrical power driven load 130 (including        any externally connected unspecified load).    -   System Function 70: while rechargeable device 106 is provided,        the active rotational power source 100 drives the independent        power generation unit 2000 to further drive the second        dynamo-electrical unit 103 in the first drive system 1001, or        drive the second dynamo-electrical unit 103 in the second drive        system 1002, or simultaneously drive both of the second        dynamo-electrical units 103 respectively of the first drive        system 1001 and the second drive system 1002 to operate as a        motor for generating the rotational kinetic energy to drive the        load 120.    -   System Function 71: while rechargeable device 106 is provided,        the active rotational power source 100 drives the independent        power generation unit 2000; power from the power generation unit        2000 and the rechargeable device 106 jointly drive the second        dynamo-electrical unit 103 in the first drive system 1001, or        jointly drive the second dynamo-electrical unit 103 in the        second drive system 1002, or jointly drive both of the second        dynamo-electrical units 103 simultaneously respectively of the        first drive system 1001 and the second drive system 1002 to        operate as a motor for generating the rotational kinetic energy        to drive the load 120.    -   System Function 72: while rechargeable device 106 is provided,        the active rotational power source 100 drives the independent        power generation unit 2000 to recharge the rechargeable device        106 or to supply power to any other electrical power driven load        130 (including any externally connected unspecified load).    -   System Function 73: while rechargeable device 106 is provided,        the independent power generation unit 2000 is reversely driven        by the loading to recharge the rechargeable device 106 or to        supply power to any other electrical power driven load 130        (including any externally connected unspecified load) to impose        breaking force on load 120 by the damping for power        regeneration.    -   System Function 74: while rechargeable device 106 is provided,        and the power generation unit 2000 stops running, the power from        the rechargeable device 106 drives the second dynamo-electrical        unit 103 in the first drive system 1001, or drives the second        dynamo-electrical unit 103 in the second drive system 1002, or        simultaneously both second dynamo-electrical units 103        respectively of the first drive system 1001 and the second drive        system 1002 to operate as a motor for generating the rotational        kinetic energy to drive the load 120.    -   System Function 75: to permit the transmission of the rotational        kinetic energy controlled by the clutch 132 between the first        drive system 1001 and the second drive system 1002 while the        clutch 132 is engaged.    -   System Function 76: to split the transmission of the rotational        kinetic energy controlled by the clutch 132 between the first        drive system 1001 and the second drive system 1002 while the        clutch 132 is disengaged.    -   System Function 77: to execute the transmission of the        rotational kinetic energy controlled by clutch 132 between the        transmission unit 129 coupled to the active rotational power        source 100 and the second drive system 1002 while the clutch 132        is engaged.    -   System Function 78: to split the transmission of the rotational        kinetic energy controlled by clutch 132 between the transmission        unit 129 coupled to the active rotational power source 100 and        the second drive system 1002 while the clutch 132 is disengaged.    -   System Function 79: to execute the transmission of the        rotational kinetic energy controlled by clutch 132 between        (among) multiple second drive systems 1002 while the clutch 132        is engaged.    -   System Function 80: to split the transmission of the rotational        kinetic energy controlled by clutch 132 between (among) multiple        second drive systems 1002 while the clutch 132 is disengaged.    -   Those preferred embodiments of the system as illustrated in FIG.        1 and FIGS. 2 through 51 to provide any or all of the functions        described in System Functions 1 through 80.

FIG. 2 shows the block diagram of a first preferred embodiment of thesplit serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of the first drive system 1001 and thesecond drive system 1002. In the first drive system 1001, the rotarypart applied to output the rotational kinetic energy from the activerotational power source 100 is coupled to the optional transmission unit129 and the optional clutch 102 to drive the first dynamo-electricalunit 101 and to further drive the respective load 120 through the clutch112 and the optional transmission unit 109. In the second drive system1002, the second dynamo-electrical unit 103 served as the power sourcefor the second drive system 1002 to drive the respective load 120through the optional clutch 122 and the optional transmission unit 109to comprise the second drive system 1002.

Accordingly, by regulating the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to, the rotary part to output therotational kinetic energy of the clutch 102 coupled to, or the rotarypart of the first dynamo-electrical unit 101 driven by the first drivesystem 1001 is coupled to the input end of the clutch 132; meanwhile theoutput terminal of the clutch 132 is coupled to the rotary part of thesecond dynamo-electrical unit 103 serving as the power source for thesecond drive system 1002, or the output terminal of the clutch 122coupled to, the output terminal of the optional transmission unit 109coupled to, or the input terminal of the load 120 driven by the seconddrive system 1002 for the control of the transmission status of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002.

FIG. 3 shows the block diagram of a second preferred embodiment of thesplit serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of the first drive system 1001 and thesecond drive system 1002. In the first drive system 1001, the rotarypart applied to output the rotational kinetic energy from the activerotational power source 100 is coupled to the optional transmission unit129 and the optional clutch 102 to drive the first dynamo-electricalunit 101 and to further drive the respective load 120 through the clutch112 and the optional transmission unit 109. In the second drive system1002, the second dynamo-electrical unit 103 served as the power sourcefor the second drive system 1002 drives the respective load 120 throughthe optional transmission unit 109.

Accordingly, by regulating the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to, the rotary part to output therotational kinetic energy of the clutch 102 coupled to, or the rotarypart of the first dynamo-electrical unit 101 driven by the first drivesystem 1001 is coupled to the input terminal of the clutch 132;meanwhile the output terminal of the clutch 132 is coupled to the rotarypart of the second dynamo-electrical unit 103 serving as the powersource for the second drive system 1002, the output terminal of theoptional transmission unit 109 coupled to, or the input terminal of theload 120 driven by the second drive system 1002 for the control of thetransmission status of the rotational kinetic energy between the firstdrive system 1001 and the second drive system 1002.

FIG. 4 shows the block diagram of the third preferred embodiment of thesplit serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of the first drive system 1001 and thesecond drive system 1002. In the first drive system 1001, the rotarypart applied to output the rotational kinetic energy from the activerotational power source 100 is coupled to the optional transmission unit129 to drive the first dynamo-electrical unit 101 and to further drivethe adapted load 120 through the clutch 112 and the optionaltransmission unit 109. In the second drive system 1002, the seconddynamo-electrical unit 103 serving as the power source for the seconddrive system 1002 drives the adapted load 120 through the optionalclutch 122 and optional transmission unit 109.

Accordingly, by regulating the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to, or the rotary part of the firstdynamo-electrical unit 101 driven by the first drive system 1001 iscoupled to the input terminal of the clutch 132; meanwhile the outputterminal of the clutch 132 is coupled to the rotary part of the seconddynamo-electrical unit 103 serving as the power source for the seconddrive system 1002, the output terminal of the clutch 122 coupled to, theoutput terminal of the optional transmission unit 109 coupled to, or theinput terminal of the load 120 driven by the second drive system 1002for the control of the transmission status of the rotational kineticenergy between the first drive system 1001 and the second drive system1002.

FIG. 5 shows the block diagram of the fourth preferred embodiment of thesplit serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of the first drive system 1001 and thesecond drive system 1002. In the first drive system 1001, the rotarypart applied to output the rotational kinetic energy from the activerotational power source 100 is coupled to the optional transmission unit129 to drive the first dynamo-electrical unit 101 and to further drivethe respective load 120 through the clutch 112 and the optionaltransmission unit 109. In the second drive system 1002, the seconddynamo-electrical unit 103 serving as the power source for the seconddrive system 1002 drives the respective load 120 through optionaltransmission unit 109.

Accordingly, by regulating the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to the active rotational power source100, or the rotary part of the first dynamo-electrical unit 101 drivenby the first drive system 1001 is coupled to the input terminal of theclutch 132; meanwhile the output terminal of the clutch 132 is coupledto the rotary part of the second dynamo-electrical unit 103 serving asthe power source for the second drive system 1002, or the outputterminal of the optional transmission unit 109, or the input terminal ofthe load 120 driven by the second drive system 1002 for the control ofthe transmission status of the rotational kinetic energy between thefirst drive system 1001 and the second drive system 1002.

FIG. 6 shows the block diagram of the fifth preferred embodiment of thesplit serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of the first drive system 1001 and thesecond drive system 1002. An independent power generation unit 2000 iscomprised of the optional transmission unit 109 and the optional clutch102 provided either on the same side but not on the same shaft, not onthe same side but on the same shaft, or neither on the same side nor onthe same shaft of the output terminal of the load 120 driven by theactive rotational power source to be coupled to the firstdynamo-electrical unit 101; and the rotary part of the active rotationalpower source 100 is coupled to the optional transmission unit 129, theoptional clutch 112 and the optional transmission 109 to drive therespective load 120 to comprise the first drive system 1001. In thesecond drive system 1002, the second dynamo-electrical unit 103 servingas the power source for the second drive system 1002 drives the adaptedload 120 through the optional clutch 122 and optional transmission unit109.

Accordingly, by regulating the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, or the output terminalof the transmission unit 129 coupled to, or the rotary part to outputthe rotational kinetic energy of the clutch 112 coupled to, or theoutput terminal of the optional transmission unit 109 provided to, orthe rotary part of the first dynamo-electrical unit 101 driven by thefirst drive system 1001 is coupled to the input end of the clutch 132;meanwhile the output terminal of the clutch 132 is coupled to the rotarypart of the second dynamo-electrical unit 103 serving as the powersource for the second drive system 1002, the output terminal of theclutch 122 coupled to, the output terminal of the optional transmissionunit 109 provided to, or the input end of the load 120 driven by thesecond drive system 1002 for the control of the transmission status ofthe rotational kinetic energy between the first drive system 1001 andthe second drive system 1002.

FIG. 7 shows the block diagram of a sixth preferred embodiment of thesplit serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of the first drive system 1001 and thesecond drive system 1002. In the first drive system 1001, the rotarypart to output the rotational kinetic energy from the active rotationalpower source 100 is coupled to the optional transmission unit 129, theoptional clutch 102, and the optional transmission unit 109 to drive thefirst dynamo-electrical unit 101 and to further drive the adapted load120 through the non-coaxial-aligned transmission unit 129, the clutch112, and the optional transmission unit 109. In the second drive system1002, the second dynamo-electrical unit 103 serving as the power sourcefor the second drive system 1002 drives the respective load 120 throughthe optional clutch 122 and optional transmission unit 109.

Accordingly, the control of the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to, the output terminal of thetransmission unit 129 coupled to, or the rotary part to output therotational kinetic energy of the clutch 102 coupled to, the outputterminal of the transmission unit 109 provided to, or the rotary part ofthe first dynamo-electrical unit 101 driven by the first drive system1001 is coupled to the input end of the clutch 132; meanwhile the outputterminal of the clutch 132 is coupled to the rotary part of the seconddynamo-electrical unit 103 serving as the power source for the seconddrive system 1002, the output terminal of the clutch 122 coupled to, theoutput terminal of the optional transmission unit 109 provided to, orthe input end of the load 120 driven by the second drive system 1002 forthe control of the transmission status of the rotational kinetic energybetween the first drive system 1001 and the second drive system 1002.

FIG. 8 shows the block diagram of the seventh preferred embodiment ofthe split serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of the first drive system 1001 and thesecond drive system 1002. In the first drive system 1001, the rotarypart applied to output the rotational kinetic energy from the activerotational power source 100 is coupled to the optional transmission unit129, the optional clutch 102, and the transmission unit 109 to drive thefirst dynamo-electrical unit 101 and to further drive the eachrespective load 120 by the rotary part of the first dynamo-electricalunit 101 through the transmission unit 129 to transmit the rotationalkinetic energy to two or multiple clutches 112 and transmission units109 individually selected. Two or multiple second drive systems arecomprised of multiple second dynamo-electrical unit 103 serving as thepower source for the second drive system 1002, and multiple clutches 122and multiple transmission units 109 individually selected to drive theadapted loads 120 respectively.

Accordingly, the control of the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to, the rotary part to output therotational kinetic energy of the clutch 102 coupled to, the outputterminal of the optional transmission unit 109 provided to, or therotary part of the first dynamo-electrical unit 101 driven by the firstdrive system 1001 is coupled to the input end of the transmission unit129 operating on multi-shaft transmission; the output terminals of thoseclutches 132 are respectively coupled to rotations parts of thosemultiple second dynamo-electrical units 103 serving as the power sourceof the second drive system 1002, or respectively coupled to outputterminals of those clutches 122, or coupled to output terminals of thosetransmission units 109 individually selected, or to input terminals ofthose loads respectively driven by the second drive system 1002 for thecontrol of the transmission status of the rotational kinetic energybetween the first drive system 1001 and the second drive system 1002.

FIG. 9 shows the block diagram of the eighth preferred embodiment of thesplit serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of multiple first drive systems 1001and multiple second drive systems 1002. In the first drive system 1001,the rotary part to output the rotational kinetic energy from the activerotational power source 100 is coupled to the optional transmission unit129 provided with multiple output shafts respectively coupled to two ormultiple optional clutches 102 and transmission units 109 to drive twoor multiple first dynamo-electrical units 101, two or multiple clutches112, and two or multiple transmission units 109 to respectively drivethe adapted loads 120 through the respective clutch 112 and the optionaltransmission unit 109. In the second drive system 1002, tow or multiplesecond dynamo-electrical units 103 serving as the power source for thesecond drive system 1002 respectively drive multiple adapted load 120through multiple optional clutches 122 and multiple optionaltransmission units 109.

Accordingly, the control of the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to, or the rotary part of individualoutput of the transmission unit 109 operating on multi-shafttransmission coupled to, or the rotary parts to output the rotationalkinetic energy of the clutches 102 respectively coupled to, each outputend of the optional transmission units 109, or each rotary part of thefirst dynamo-electrical units 101 driven by the first drive system 1001is coupled to the input end of the clutch 132; meanwhile the outputterminal of the clutch 132 is coupled to each rotary part of the seconddynamo-electrical units 103 serving as the power source for the seconddrive system 1002, each output end of the clutches 122 coupled to, eachoutput end of the optional transmission units 109 coupled to, or eachinput end of the loads 120 driven by the second drive system 1002 forthe control of the transmission status of the rotational kinetic energybetween the first drive system 1001 and the second drive system 1002.

FIG. 10 shows the block diagram of the ninth preferred embodiment of thesplit serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of the first drive system 1001 and thesecond drive system 1002. In the first drive system 1001, the rotarypart applied to output the rotational kinetic energy from the activerotational power source 100 is coupled to the optional transmission unit129, the optional clutch 102, and the transmission unit 109 to drive thefirst dynamo-electrical unit 101 and to further drive those loads 120adapted to both output terminals of the differential transmission unit109 through the optional transmission unit 109, the clutch 112 and thedifferential transmission unit 109. In the second drive system 1002, twoor multiple second dynamo-electrical units 103 serving as the powersource for the second drive system 1002 respectively drive multipleadapted load 120 through each optional transmission units 109.

Accordingly, the control of the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to, the rotary part to output therotational kinetic energy of the clutch 102 coupled to, the rotary partto output the rotational kinetic energy of the clutch 102 coupled to,the output terminal of the optional transmission unit 109 provided to,or the rotary part of the first dynamo-electrical unit 101 driven by thefirst drive system 1001 is coupled to the input end of the clutch 132;meanwhile the output terminal of the clutch 132 is coupled to the inputend of the differential transmission unit 109. Both output ends of thedifferential transmission unit 109 are respectively coupled to bothrotary parts of the second dynamo-electrical units 103 serving as thepower source for the second drive system 1002 for the control of thetransmission status of the rotational kinetic energy between the firstdrive system 1001 and the second drive system 1002.

FIG. 11 shows the block diagram of the tenth preferred embodiment of thesplit serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of the first drive system 1001 and thesecond drive system 1002. In the first drive system 1001, the rotarypart to output the rotational kinetic energy from the active rotationalpower source 100 is coupled to the optional transmission unit 129, theoptional clutch 102, and the transmission unit 109 to drive the firstdynamo-electrical unit 101 and the rotary part of the firstdynamo-electrical unit 101 is coupled to the optional transmission unit109 and the clutch 112 to drive two loads 120 respectively adapted toboth output terminals of the differential transmission unit 109. In thesecond drive system 1002, multiple second dynamo-electrical units 103serving as the power source for the second drive system 1002respectively drive multiple loads 120 adapted to both output terminalsof the differential transmission unit 109 through the optionaltransmission unit 109, the clutch 122, and the differential transmissionunit 109.

Accordingly, the control of the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to, the rotary part to output therotational kinetic energy of the clutch 102 coupled to, the input end ofthe optional transmission unit 109, or the rotary part of the firstdynamo-electrical unit 101 driven by the first drive system 1001 iscoupled to the input end of the clutch 132; meanwhile the outputterminal of the clutch 132 is coupled to the rotary part of the seconddynamo-electrical unit 103 serving as the power source for the seconddrive system 1002, or the output terminal of the optional transmissionunit 109, the output terminal of the clutch 122 coupled to the seconddrive system 1002, or to the input end of the differential transmissionunit 109 located at where between the clutch 122 and the driven load 120for the control of the transmission status of the rotational kineticenergy between the first drive system 1001 and the second drive system1002.

FIG. 12 shows the block diagram of the eleventh preferred embodiment ofthe split serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of the first drive system 1001 and thesecond drive system 1002. In the first drive system 1001, the rotarypart to output the rotational kinetic energy from the active rotationalpower source 100 is coupled to the optional transmission unit 129, theoptional clutch 102, and the transmission unit 109 to drive the firstdynamo-electrical unit 101 and the rotary part of the firstdynamo-electrical unit 101 is coupled to the optional transmission unit109 and the clutch 112, and further coupled to the optional transmissionunit 129 provided with multiple input and output terminals. Thetransmission unit 129 provided with multiple input and output terminalsis coupled to an auxiliary dynamo-electrical unit 1010 for the optionaltransmission unit 109 coupled through the clutch 122 to drive theadapted load 120. In the second drive system 1002, the seconddynamo-electrical unit 103 serving as the power source for the seconddrive system 1002 drives the adapted load 120 through the operationaltransmission unit 109.

Accordingly, the control of the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to, the rotary part to output therotational kinetic energy of the clutch 102 coupled to, the input end ofthe optional transmission unit 109 provided to or the rotary part of thefirst dynamo-electrical unit 101 driven by the first drive system 1001is coupled to the input end of the clutch 132; meanwhile the outputterminal of the clutch 132 is coupled to the rotary part of the seconddynamo-electrical unit 103 serving as the power source for the seconddrive system 1002, or the output terminal of the optional transmissionunit 109 provided to, or the input end of the load 120 driven by thesecond drive system 1002 for the control of the transmission status ofthe rotational kinetic energy between the first drive system 1001 andthe second drive system 1002.

FIG. 13 shows the block diagram of the twelfth preferred embodiment ofthe split serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of the first drive system 1001 and thesecond drive system 1002. In the first drive system 1001, the rotarypart to output the rotational kinetic energy from the active rotationalpower source 100 is coupled to the optional transmission unit 129, theoptional clutch 102, and the transmission unit 109 to drive the firstdynamo-electrical unit 101 and the rotary part of the firstdynamo-electrical unit 101 is coupled to the optional transmission unit109 and the clutch 112, and further to the optional transmission unit129 provided with multiple input and output terminals. The transmissionunit 129 provided with multiple input and output terminals is coupled tothe auxiliary dynamo-electrical unit 1010 for the differentialtransmission unit 109 coupled through the clutch 122, and both outputterminals of the differential transmission unit 109 drive theirrespectively adapted loads 120. In the second drive system 1002, two ormultiple second dynamo-electrical unit 103 serving as the power sourcefor the second drive system 1002 drives the respectively adapted loads120 through the respective operational transmission units 109.

Accordingly, the control of the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to, the rotary part to output therotational kinetic energy of the clutch 102 coupled to, the input end ofthe optional transmission unit 109 provided to or the rotary part of thefirst dynamo-electrical unit 101 driven by the first drive system 1001is coupled to the input end of the clutch 132; meanwhile the outputterminal of the clutch 132 is coupled to the input end of thedifferential transmission unit 109, and both output ends of thedifferential transmission unit 109 are respectively coupled to bothrotary parts of the second dynamo-electrical units 103 serving as thepower source for the second drive system 1002 for the control of thetransmission status of the rotational kinetic energy between the firstdrive system 1001 and the second drive system 1002.

FIG. 14 shows the block diagram of the thirteenth preferred embodimentof the split serial-parallel hybrid dual-power drive system of thepresent invention, essentially comprised of the first drive system 1001and the second drive system 1002. In the first drive system 1001, thepower generation unit 2000 is comprised of making the output terminal ofthe rotational kinetic energy of the active rotational power source 100in the configuration of multiple output terminals either on the sameside but not on the same shaft, not on the same side but on the sameshaft, or neither on the same side nor on the same shaft for couplingwith the optional transmission unit 129 and the optional clutch 102 tofurther couple to the first dynamo-electrical unit 101; and one of themultiple output terminals of the rotational kinetic energy from theactive rotational power source 100 is coupled to the optionaltransmission unit 129, the optional clutch 112 and the optionaltransmission unit 109 to drive the adapted load 120 with the powergeneration unit 2000 to jointly constitute the first drive system 1001.In the second drive system, the second dynamo-electrical unit 103serving as the power source for the second drive system 1002 drives theadapted load 120 through the optional clutch 122 and the optionaltransmission unit 109.

Accordingly, the control of the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to, the rotary part to output therotational kinetic energy of the clutch 112 coupled to, the outputterminal of the optional transmission unit 109 provided to the firstdrive system 1001, or the input end of the driven load 120 is coupled tothe input end of the clutch 132; meanwhile the output terminal of theclutch 132 is coupled to the rotary part of the second dynamo-electricalunit 103 serving as the power source for the second drive system 1002,or the output terminal of the clutch 122 coupled to, or the outputterminal of the optional transmission unit 109 provided to, or the inputend of the load 120 driven by the second drive system 1002 for thecontrol of the transmission status of the rotational kinetic energybetween the first drive system 1001 and the second drive system 1002.

FIG. 15 shows the block diagram of the fourteenth preferred embodimentof the split serial-parallel hybrid dual-power drive system of thepresent invention, essentially comprised of the first drive system 1001and the second drive system 1002. In the first drive system 1001, thepower generation unit 2000 is comprised of making the output terminal ofthe rotational kinetic energy of the active rotational power source 100in the configuration of multiple output terminals either on the sameside but not on the same shaft, not on the same side but on the sameshaft, or neither on the same side nor on the same shaft for couplingwith the optional transmission unit 129 and the optional clutch 102 tofurther couple to the first dynamo-electrical unit 101; and one of theoutput terminals of the rotational kinetic energy from the activerotational power source 100 is coupled to the optional transmission unit129, the optional clutch 112 and the optional differential transmissionunit 109 to respectively drive two loads 120 adapted to both outputterminals of the differential transmission unit 109 with the powergeneration unit 2000 to jointly constitute the first drive system 1001.In the second drive system 1002, two or multiple seconddynamo-electrical units 103 serving as the power source for the seconddrive system 1002 respectively drive the adapted loads 120 through theoptional transmission units 109. By switching the clutch 132 to engageor disengage status to regulate the transmission of the rotationalkinetic energy between the first drive system 1001 and the second drivesystem 1002 are regulated to perform those functions described in SystemFunctions 1 through 80.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to, the rotary part to output therotational kinetic energy of the clutch 112 coupled to the first drivesystem 1001, or the output terminal of the differential transmissionunit 109 is coupled to the input end of the clutch 132; meanwhile theoutput terminal of the clutch 132 is coupled to the input end of thedifferential transmission unit 109 provided in the second drive system1002 to respectively drive two rotary parts of both seconddynamo-electrical units 103 serving as the power source for the seconddrive system 1002 for the control of the transmission status of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002.

FIGS. 16 and 17 respectively illustrate the block diagrams of afifteenth and a sixteenth preferred embodiments of the splitserial-parallel hybrid dual-power drive system of the present invention.In both preferred embodiments, each is essentially comprised of thefirst drive system 1001 and the second drive system 1002. In the firstdrive system 1001, the rotary part applied to output the rotationalkinetic energy of the active rotational power source 100 is coupled tothe optional transmission unit 129 and further coupled to the planetgear 803 of the planetary gear set 801. The rotary part of the firstdynamo-electrical unit 101 is coupled to the sun gear 802 of theplanetary gear set 801 while the relative motion between the rotary partand the stationary part of the first dynamo-electrical unit 101 iscontrolled by the drive control unit 104 to operates as a motor tooutput the rotational kinetic energy or as a generator to producedamping while generating power, with the effect of damping to transferthe rotational kinetic energy from the active rotational power source100 to the external gear 804; or alternatively, by the regulating of thedrive control unit 104, the stationary part and the rotary part arelocked by electro-magnetic force, the function of electro-magnetic lockcould be altered by the optional brake 902 with the rotary part of thefirst dynamo-electrical unit 101 coupled to the rotary part of the brake902 and the stationary side of the brake 902 locked to the vehicle frameor the stationary part of the first dynamo-electrical unit 101;accordingly, the first dynamo-electrical unit 101 is in locked statusallowing the rotational kinetic energy from the active rotational powersource 100 transferred to the external gear 804.

Furthermore, the brake 901 is required for the active rotational powersource 100 to drive the first dynamo-electrical unit 101 to operate as agenerator. With The external gear 804 of the planetary gear set 801coupled to the input end of the clutch 112 and the rotary part of thebrake 901; the stationary part of the brake 901 is locked to the frame;and the other terminal of the clutch 112 might directly output to drivethe load 120 or through the optional transmission unit 109 asillustrated in FIG. 16 or the other terminal of the clutch 112 might becoupled to the input terminal of the differential transmission unit 109as illustrated in FIG. 17. Both differential output terminals of thedifferential transmission unit 109 are provided to drive theirrespective loads 120 to constitute the first drive system 1001.

The first drive system 1001 may or may not be provided with the seconddynamo-electrical unit 103 depending on requirement. While the seconddynamo-electrical unit 103 is provided to the first drive system 1001,the second dynamo-electrical unit 103 illustrated in FIG. 16 may becoupled directly or through the optional transmission unit 109 to theload 120; or coupled to the input terminal of the differentialtransmission unit 109 driven by the clutch 112, the clutch 112 asillustrated in FIG. 17. Wherein, the clutch 112 and the brake 901 may beseparately provided or arranged in common structure.

The second drive system 1002 adapt the second dynamo-electrical unit 103as the power source to couple to the optional transmission unit 109 orany other transmission device for driving one or multiple load 120, oras required, the rotary part of the second dynamo-electrical unit 103 iscoupled to the input terminal of the differential transmission unit 109,and both differential output terminals of the differential transmissionunit 109 are provided to drive respectively adapted loads 120 toconstitute the second drive system 1002. By switching the clutch 132 toengage or disengage status for regulating the transmission of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002 makes the system to perform those functionsdescribed in System Functions 1 through 80.

The primary functions of the preferred embodiments illustrated in FIGS.16 and 17 include that while the brake 901 is closed and the clutch 112is disengaged, the external gear 804 is locked to make the activerotational power source 100 to solely drive the sun gear 802 through theplanet gear 803 thus to drive the first dynamo-electrical unit 101 tooperate as a generator for driving the second dynamo-electrical unit 103optionally adapted to the first drive system 1001, or for driving thesecond dynamo-electrical unit 103 adapted to the second drive system1002, or driving both second dynamo-electrical units 103 adapted to thefirst drive system 1001 and the second drive system 1002 to provide thecapability of generating the serial hybrid power output and/or rechargethe rechargeable device 106.

Alternatively, the power generated from the first dynamo-electrical unit101 and the rechargeable device 106 jointly drive the seconddynamo-electrical unit 103 in the first drive system 1001, or the seconddynamo-electrical unit 103 in the second drive system 1002 or both ofthe second dynamo-electrical units 103 simultaneously.

The second dynamo-electrical unit 103 in the first drive system 1001 andin the second drive system 1002 drive the load 120 jointly by utilizingthe rotational kinetic energy from the active rotational power source100 with the power from the rechargeable device 106 when the clutch 112is engaged.

When the clutch 112 is disengaged and the first dynamo-electrical unit101 driven by the active rotational power source 100 operates as agenerator, under the control of the drive control unit 104 the seconddynamo-electrical unit 103 operates in the serial hybrid powertransmission mode by utilizing the power generated from the firstdynamo-electrical unit 101.

Alternatively, the power from the rechargeable device 106 regulated bythe drive control unit 104 solely drives the second dynamo-electricalunit 103 to operate as a motor; or the power generated from the firstdynamo-electrical unit 101 and that from the rechargeable device 106jointly drive the second dynamo-electrical unit 103 to operate as amotor under the control of the drive control unit 104.

Furthermore, the regenerated power of feedback braking regenerationprovided by the second dynamo-electrical unit 103 recharges therechargeable device 106 or supply power to other electrical power drivenload.

The operation between the rotary part of the optionally adapted seconddynamo-electrical unit 103 of the first drive system 1001 and the load120 may either directly or through the optional transmission unit 109 orother transmission device to drive one or multiple load 120; or asrequired, the rotary part of the second dynamo-electrical unit 103 iscoupled to the input end of the differential transmission unit 109 forboth differential output ends of the differential transmission unit 109to drive their respectively adapted loads 120. Accordingly, the adaptedload 120 is driven by the structure and operation of the first drivesystem 1001 as described above.

In addition, the rotational kinetic energy output terminal of the activerotational power source 100 in the first drive system 1001, or theoutput terminal of the transmission unit 129 coupled to the power source100 is coupled to the input terminal of the clutch 132. The outputterminal of the clutch 132 is coupled to the rotary part of the seconddynamo-electrical unit 103 serving as the power source for the seconddrive system 1002, or to the output terminal of the optionaltransmission unit 109 coupled to the second drive system 1002 asillustrated in FIG. 16; or coupled to the rotary part of the seconddynamo-electrical unit 103 serving as the power source for the seconddrive system 1002 as illustrated in FIG. 17, or to the input terminal ofthe differential transmission unit 109 of multiple loads 120 optionallyadapted to the second drive system 1002 for the control of thetransmission status of the rotational kinetic energy between the firstdrive system 1001 and the second drive system 1002.

FIG. 18 shows a block diagram of the seventeenth preferred embodiment ofthe split serial-parallel hybrid dual-power drive system of the presentinvention. The preferred embodiment is comprised of the first drivesystem 1001 and the second drive system 1002. In the first drive system1001, the rotary part applied to output the rotational kinetic energyfrom the active rotational power source 100 is coupled to the optionaltransmission unit 129 and the planet gear 803 of the planetary gear set801; and the rotary part of the first dynamo-electrical unit 101 iscoupled to the sun gear 802 of the planetary gear set 801. Under theregulation of the drive control unit 104, the operation between therotary part and the stationary part of the first dynamo-electrical unit101 could optionally providing the functions as a motor to output therotational kinetic energy, or to operate as a generator to producedamping while generating power output, with the effect of the damping,the rotational kinetic energy from the active rotational power source100 is routed to the external gear 804. Alternatively, with theregulation of the drive control unit 104, the relative motion betweenthe stationary part and the rotary part of the first dynamo-electricalunit 101 is locked by electro-magnetic force. As required, theelectro-magnetic lockup function may be replaced by the dynamic brake902 with the rotary part of the first dynamo-electrical unit 101 coupledto the rotary part of the brake 902 and the stationary part of the brake902 is locked to the frame or to the stationary part of the firstdynamo-electrical unit 101. Accordingly, the first dynamo-electricalunit 101 is locked up, which makes the rotational kinetic energy fromthe active rotational power source 100 to be routed through the externalgear 804.

The brake 901 is required for the active rotational power source 100 todrive the first dynamo-electrical unit 101 to operate as a generator.The external gear 804 of the planetary gear set 801 is coupled to theinput terminal of the clutch 112 and coupled to the rotary part of thebrake 901; the stationary part of the brake 901 is locked to the frame;and the other terminal of the clutch 112 may directly drive the load 120or through the optional transmission unit 109.

The first drive system 1001 may or may not be provided with the seconddynamo-electrical unit 103. If the second dynamo-electrical unit 103 isprovided to the first drive system 1001, the second dynamo-electricalunit 103 may coupled to the load 120 directly or through the optionaltransmission unit 109; or coupled to the input terminal of thedifferential transmission unit 109 driven by the clutch 112, the clutch112 as illustrated in FIG. 17. Wherein, the clutch 112 and the brake 901may be separately provided or arranged in common structure.

The second drive system 1002 equipped with multiple seconddynamo-electrical units 103 as the power source to respectively coupledto the optional transmission unit 109 or any other transmission deviceto drive respectively adapted loads 120 to constitute the second drivesystem 1002.

Alternatively, by switching the clutch 132 to engage or disengage statusfor regulating the transmission of the rotational kinetic energy betweenthe first drive system 1001 and the second drive system 1002 makes thesystem to perform those functions described in System Functions 1through 80.

The primary operation functions of the preferred embodiments illustratedin FIG. 18 include that when the brake 901 is closed and the clutch 112is disengaged, the external gear 804 is locked to make the activerotational power source 100 to solely drive the sun gear 802 through theplanet gear 803 thus to drive the first dynamo-electrical unit 101 tooperate as a generator for driving the second dynamo-electrical unit 103optionally adapted to the first drive system 1001, or for driving thesecond dynamo-electrical unit 103 adapted to the second drive system1002, or driving both second dynamo-electrical units 103 adapted to thefirst drive system 1001 and the second drive system 1002 to provide thecapability of generating the serial hybrid power output and/or rechargethe rechargeable device 106.

Alternatively, the power generated from the first dynamo-electrical unit101 and from the rechargeable device 106 jointly drive the seconddynamo-electrical unit 103 in the first drive system 1001, or the seconddynamo-electrical unit 103 in the second drive system 1002 or both ofthe second dynamo-electrical units 103 simultaneously.

The second dynamo-electrical unit 103 in the first drive system 1001 andthat in the second drive system 1002 drive the load 120 jointly byutilizing the rotational kinetic energy from the active rotational powersource 100 with the power from the rechargeable device 106 when theclutch 112 is engaged.

When the clutch 112 is disengaged, the brake 901 is closed, the brake902 is disengaged, and the first dynamo-electrical unit 101 is driven bythe active rotational power source 100 through the planet gear set 801to operate as a generator, under the control of the drive control unit104 the second dynamo-electrical unit 103 operates in the serial hybridpower transmission mode by utilizing the power generated from the firstdynamo-electrical unit 101.

Alternatively, the power from the rechargeable device 106 regulated bythe drive control unit 104 solely drives the second dynamo-electricalunit 103 to operate as a motor; or the power generated from the firstdynamo-electrical unit 101 and that from the rechargeable device 106jointly drive the second dynamo-electrical unit 103 to operate as amotor under the control of the drive control unit 104.

Furthermore, the regenerated power of feedback braking regenerationprovided by the second dynamo-electrical unit 103 recharges therechargeable device 106 or supply power to other electrical power drivenload.

The operation between the rotary part of the second dynamo-electricalunit 103 optionally adapted to the first drive system 1001 and the load120 may either directly or through the optional transmission unit 109 orother transmission device drive one or multiple load 120; or asrequired, the rotary part of the second dynamo-electrical unit 103 iscoupled to the input terminal of the differential transmission unit 109for both differential output terminals of the differential transmissionunit 109 to drive their respectively adapted loads 120. Accordingly, theadapted load 120 is driven by the structure and operation of the firstdrive system 1001 as described above.

In addition, the rotational kinetic energy output terminal of the activerotational power source 100 in the first drive system 1001, or theoutput terminal of the transmission unit 129 coupled to the power source100 is coupled to the input terminal of the clutch 132. The outputterminal of the clutch 132 is coupled to the input terminal of thedifferential transmission unit 109 optionally provided to the seconddrive system 1002 for the control of the transmission status of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002.

FIG. 19 shows a block diagram of the eighteenth preferred embodiment ofthe split serial-parallel hybrid dual-power drive system of the presentinvention. The construction of the first drive system 1001 and thesecond drive system 1002 for the preferred embodiment illustrated inFIG. 19 is identical with that given in FIG. 16. FIG. 20 shows a blockdiagram of the nineteenth preferred embodiment of the splitserial-parallel hybrid dual-power drive system of the present invention.The construction of the first drive system 1001 and the second drivesystem 1002 for the preferred embodiment illustrated in FIG. 20 isidentical with that given in FIG. 17. However, the input terminal of theclutch 132 respectively illustrated in FIGS. 19 and 20 is coupled to therotary part of the second dynamo-electrical unit 103 adapted to thefirst drive system 1001, or to the input terminal or output terminal ofthe transmission unit 109 adapted to the second dynamo-electrical unit103; and the output terminal of the clutch 132 is coupled to the rotarypart of the second dynamo-electrical unit 103 serving as the powersource for the second drive system 1002, or to the transmission unit 109optionally adapted to the rotary part of the second dynamo-electricalunit 103, or to the input terminal of the differential transmission unit109. The clutch 132 may be optionally provided to control thetransmission status between the first drive system 1001 and the seconddrive system 1002 while the transmission unit 109 may be optionallyprovided to the output terminal of the active rotational power source100 to drive the planet gear 803 of the planetary gear set 801.

FIG. 21 shows a block diagram of the twentieth preferred embodiment ofthe split serial-parallel hybrid dual-power drive system of the presentinvention. The construction of the first drive system 1001 and thesecond drive system 1002 for the preferred embodiment illustrated inFIG. 21 is identical with that given in FIG. 18. However, the inputterminal of the clutch 132 as illustrated in FIG. 21 is coupled to therotary part of the second dynamo-electrical unit 103 adapted to thefirst drive system 1001, or to the input terminal or output terminal ofthe transmission unit 109 adapted to the second dynamo-electrical unit103 while the output terminal of the clutch 132 is coupled to the inputterminal of the differential transmission unit 109 optionally providedto the second drive system 1002 with both output terminals of thedifferential transmission unit 109 respectively coupled to the rotaryparts of multiple second dynamo-electrical units 103 serving as thepower source for the second drive system 1002. The clutch 132 may beoptionally provided to control the transmission status of the rotationalkinetic energy between the first drive system 1001 and the second drivesystem 1002 while transmission unit 109 may be optionally provided tothe output terminal of the active rotational power source 100 to drivethe planet gear 803 of the planetary gear set 801.

The differential function of the planetary gear set adapted to the firstdrive system 1001 as respectively illustrated in FIGS. 16, 17, 18, 19,20, and 21 may be replaced by the rotational gear set 1030 working onthe same principles but provided in different structure.

FIG. 22 shows the twenty-first preferred embodiment of the presentinvention with the differential gear set to replace the separation typeof the planet gear set as illustrated in FIG. 16. FIG. 23 shows thetwenty-second preferred embodiment of the present invention with thedifferential gear set to replace the separation type of the planet gearset as illustrated in FIG. 17. In both preferred embodimentsrespectively illustrated in FIGS. 22 and 23, the rotational gear set1030 substitutes the planetary gear set 801. Among the three input andoutput terminals of the rotational gear set 1030, the first input andoutput terminal 501 is coupled to the first input and output gear set511 and to the input and output terminal of the rotational kineticenergy from the active rotational power source 100, or to the optionallyprovided transmission unit 129 while the transmission unit 129 is drivenby the active rotational power source 100. The second input and outputterminal 502 is coupled to the first dynamo-electrical unit 101, thebrake 902 and the second input and output gear set 512. Both of thefirst and the second input and output gear sets 511, 512 are coupled tothe differential gear set 5130 for a rotary arm 5131 to draw thedifferential output gear set 5132 and the third input and output gearset 513 for the third input and output gear set 513 to drive the thirdinput and output terminal 503 and the rotary part of the brake 901 andthe clutch 112 coupled to the third input and output terminal 503. Asillustrated in FIG. 22, the other terminal of the clutch 112 mightdrives the load 120 directly or through the optionally providedtransmission unit 109. Or as illustrated in FIG. 23, the other terminalof the clutch 112 is coupled to the input terminal of the differentialtransmission unit 109 for both differential output terminals of thedifferential transmission unit 109 to drive their respectively adaptedloads 120 to constitute the first drive system 1001.

The first drive system 1001 may be optionally provided with a seconddynamo-electrical unit 103. If the second dynamo-electrical unit 103 isdeployed, that illustrated in FIG. 22 may coupled to the load 120directly or through the optionally provided transmission unit 109; andthat illustrated in FIG. 23 may coupled to the input terminal of thedifferential transmission unit 109 driven by the clutch 112.

The second drive system 1002 with the second dynamo-electrical unit 103as the power source for the second drive system 1002 is coupled to theoptionally provided transmission unit 109 or any other transmissiondevice to drive one or multiple load 120; or alternatively, the rotarypart of the second dynamo-electrical unit 103 is coupled to the inputterminal of the differential transmission unit 109 for both differentialoutput terminals of the differential transmission unit 109 to drivetheir respectively adapted loads 120 to constitute the second drivesystem 1002.

Alternatively, the transmission status of the rotational kinetic energybetween the first drive system 1001 and the second drive system 1002 iscontrolled by engaging or disengaging the clutch 132 to provide thosefunctions described in System Functions 1 through 80.

The primary operating functions of both preferred embodimentsillustrated in FIGS. 22 and 23 include that while the clutch 112 isdisengaged, the brake 901 is closed and the brake 902 is disengaged, theactive rotational power source 100 drives the first dynamo-electricalunit 101 through the rotational gear set 1030 to operate as a generator,through the control of the drive control unit 104, the power generatedby the first dynamo-electrical unit 101 is applied to drive the seconddynamo-electrical unit 103 in the first drive system 1001, or that inthe second drive system 1002, or both at the same time to operate as amotor for driving the load to provide the functions of a serial hybridpower transmission.

If the rechargeable device 106 is provided, under the control of thedrive control unit 104, the second dynamo-electrical unit 103 operatingas a motor to drive the load 120 by receiving the power from the firstdynamo-electrical unit 101 and the rechargeable device 106.

Alternatively, under the control of the drive control unit 104, thesecond dynamo-electrical unit 103 operates as a motor to drive the load120 by receiving the power from the rechargeable device 106.

While the brake 901 is disengaged, the brake 902 is engaged and theclutch 112 is also engaged, under the control of the drive control unit104, the second dynamo-electrical unit 103 operating as a motor to drivethe load 120 jointly with the rotational kinetic energy from the activerotational power source 100 by receiving the power from the rechargeabledevice 106.

When the brake 901 is disengaged, the brake 902 is closed up, and theclutch 112 is also closed up, the rotational kinetic energy from theactive rotational power source 100 drives the load 120.

The second dynamo-electrical unit 103 performs power regeneration byrecycling the kinetics to recharge the rechargeable device 106 or supplypower to any other electrical power driven load 130.

In addition, as required, the rotational kinetic energy output terminalof the active rotational power source 100 in the first drive system1001, or the output terminal of the transmission unit 129 coupled to theactive rotational power source 100 is coupled to the input terminal ofthe clutch 132 while the output terminal of the clutch 132 is coupled tothe rotary part of the second dynamo-electrical unit 103 as the powersource of the second drive system 1002, or to the output terminal of theoptionally provided transmission unit 109 as illustrated in FIG. 22, orcoupled to the rotary part of the second dynamo-electrical unit 103 ofthe power source of the second drive system 1002, or to the inputterminal of the differential transmission unit 109 of multiple loads 120optionally provided to the second drive system 1002 as illustrated inFIG. 23 for the control of the transmission status of the rotationalkinetic energy between the first drive system 1001 and the second drivesystem 1002.

FIG. 24 shows the twenty-third preferred embodiment of the presentinvention with the differential gear set to replace the separation typeof the planetary gear set as illustrated in FIG. 18. Wherein, therotational gear set 1030 substitutes the planet gear set 801. Among thethree input and output terminals of the rotational gear set 1030, thefirst input and output terminal 501 is coupled to the first input andoutput gear set 511, and to the input and output terminal of therotational kinetic energy from the active rotational power source 100,or to the optionally provided transmission unit 129 while thetransmission unit 129 is driven by the active rotational power source100. The second input and output terminal 502 is coupled to the firstdynamo-electrical unit 101, the brake 902 and the second input andoutput gear set 512. Both of the first and the second input and outputgear sets 511, 512 are coupled to the differential gear set 5130 for arotary arm 5131 to draw the differential output gear set 5132 and thethird input and output gear set 513 for the third input and output gearset 513 to drive the third input and output terminal 503 and the rotarypart of the brake 901 and the clutch 112 coupled to the third input andoutput terminal 503. The other terminal of the clutch 112 is coupled tothe input terminal of the differential transmission unit 109 with bothdifferential output terminals of the differential transmission unit 109to drive their respectively adapted loads 120 to constitute the firstdrive system 1001. The first drive system 1001 may be optionallyprovided with a second dynamo-electrical unit 103. If the seconddynamo-electrical unit 103 is deployed, it may be coupled to the clutch112 or to the input of the differential transmission unit 109 driven bythe clutch 112.

Each of the multiple second dynamo-electrical units 103 serving as thepower source for the second drive system 1002 is coupled to theoptionally provided transmission unit 109 or any other transmissiondevice to drive one or multiple load 120 to constitute the second drivesystem 1002.

Alternatively, the transmission status of the rotational kinetic energybetween the first drive system 1001 and the second drive system 1002 iscontrolled by engage or disengage the clutch 132 to provide thosefunctions described in System Functions 1 through 80.

The primary operation functions of both preferred embodimentsillustrated in FIG. 24 include that when the clutch 112 is disengaged,the brake 901 is closed and the brake 902 is disengaged, the activerotational power source 100 drives through the rotational gear set 1030the first dynamo-electrical unit 101 to operate as a generator; andeither or both of the second dynamo-electrical unit 103 in the firstdrive system 1001 and that in the second drive system 1002 receives thepower generated from the first dynamo-electrical unit 101 to operate asa motor as controlled by the drive control unit 104 to drive the loadand provide those functions of the series combine power.

If the rechargeable device 106 is provided, the second dynamo-electricalunit 103 by accepting the power from the first dynamo-electrical unit101 and the rechargeable device 106 operates as a motor to drive theload 120 through the control by the drive control unit 104; or thesecond dynamo-electrical unit 103 by receiving the power from therechargeable device 106 operates as a motor to drive the load 120through the control by the drive control unit 104.

When the brake 901 is disengaged, the brake 902 is closed up and theclutch 112 is also closed up, the second dynamo-electrical unit 103 byaccepting the power from the rechargeable device 106 operates as a motorto jointly drive the load 120 through the control by the drive controlunit 104 and the rotational kinetic energy from the active rotationalpower source 100.

When the brake 901 is disengaged, the brake 902 is closed up, and theclutch 112 is also closed up, the rotational kinetic energy from theactive rotational power source 100 drives the load 120.

The second dynamo-electrical unit 103 executes power regeneration byreclaiming the kinetics to recharge the rechargeable device 106 orsupply power to any other electrical power driven load 130.

In addition, as required, the rotational kinetic energy output terminalof the active rotational power source 100 in the first drive system1001, or the output terminal of the transmission unit 129 coupled to thefirst drive system 1001 is coupled to the input terminal of the clutch132 while the output terminal of the clutch 132 is coupled to the inputof the differential transmission unit 109 of multiple loads 120optionally provided to the second drive system 1002 for the control ofthe transmission status of the rotational kinetic energy between thefirst drive system 1001 and the second drive system 1002.

FIG. 25 shows a block diagram of the twenty-fourth preferred embodimentof the present invention. Wherein, the differential gear substitutes theseparation type of the preferred embodiment of the planetary gear set asillustrated in FIG. 19. For the preferred embodiment illustrated in FIG.25, the construction of the first drive system 1001 and the second drivesystem 1002 is identical with illustrated in FIG. 22. FIG. 26 shows ablock diagram of the twenty-fifth preferred embodiment of the presentinvention. Wherein, the differential gear substitutes the separationtype of the preferred embodiment of the planetary gear set asillustrated in FIG. 20. For the preferred embodiment illustrated in FIG.25, the construction of the first drive system 1001 and the second drivesystem 1002 is identical with that as illustrated in FIG. 23. However,the input terminal of the clutch 132 as respectively illustrated inFIGS. 25 and 26 is coupled to the rotary part of the seconddynamo-electrical unit 103 adapted to the first drive system 101, or tothe input terminal or output terminal of the transmission unit 109adapted to the second dynamo-electrical unit 103 while the outputterminal of the clutch 132 is coupled to the rotary part of the seconddynamo-electrical unit 103 serving as the power source for the seconddrive system 1002, or to the transmission unit 109 optionally adapted tothe rotary part of the second dynamo-electrical unit 103, or to theinput terminal of the differential transmission unit 109. The clutch 132may be optionally provided to control the transmission status of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002 while the output terminal of the activerotational power source 100 may be optionally provided with atransmission unit 109 to further drive the planet gear 803 of theplanetary gear set 801.

FIG. 27 shows a block diagram of the twenty-sixth preferred embodimentof the present invention. Wherein, the differential gear substitutes theseparation type of the preferred embodiment of the planetary gear set asillustrated in FIG. 21. For the preferred embodiment illustrated in FIG.27, the construction of the first drive system 1001 and the second drivesystem 1002 is identical with that as illustrated in FIG. 24. However,the input terminal of the clutch 132 illustrated in FIG. 27 is coupledto the rotary part of the second dynamo-electrical unit 103 adapted tothe first drive system 1001, or to the input terminal or output terminalof the transmission unit 109 adapted to the second dynamo-electricalunit 103 while the output terminal of the clutch 132 is coupled to theinput terminal of the transmission unit 109 optionally adapted to seconddrive system 1002 with both output terminals of the differentialtransmission unit 109 respectively coupled to the rotary parts ofmultiple second dynamo-electrical units 103 serving as the power sourcefor the second drive system 1002. The clutch 132 may be optionallyprovided to control the transmission status of the rotational kineticenergy between the first drive system 1001 and the second drive system1002 while the output terminal of the active rotational power source 100may be optionally provided with a transmission unit 109 to further drivethe planet gear 803 of the planetary gear set 801.

The differential function provided by the planetary gear set adapted tothe first drive unit 1001 respectively illustrated in FIGS. 16, 17, 18,19, 20 and 21 is replaced with a dual motion dynamo-electrical unitproviding the similar functions but different structure.

FIG. 28 shows a block diagram of the twenty-seventh preferred embodimentof the present invention, wherein, the dual motion dynamo-electricalunit substitutes the split installed planetary gear set illustrated inFIG. 16; and FIG. 29 shows a block diagram of the twenty-eighthpreferred embodiment of the present invention, wherein, the dual motiondynamo-electrical unit substitute the split installed planetary gear setillustrated in FIG. 16. In both preferred embodiments given in FIGS. 28and 29, the rotary part to output the rotational kinetic energy of theactive rotational power source 100 is coupled to the transmission unit129, the clutch 102 and the transmission unit 109 optionally provided todrive the rotary part of the first dynamo-electrical unit 101. In thefirst drive system 1001, the dual motion dynamo-electrical unit 1040could be implemented in the form of AC or DC, brush or brushless,synchronous or asynchronous. The dual motion dynamo-electrical unit 1040made in a cylinder, disk or cone structure is comprised of the firstrotary part 1041 and the second rotary part 1042 with the controllableclutch 122 arranged between the first and the second rotary parts 1041,1042. The first rotary part 1041 is coupled to the rotary part of thebrake 901, and through the clutch 112 to couple with the rotary part ofthe first dynamo-electrical unit 101. The stationary part of the brake901 is locked to the frame. The second rotary part 1042 of the dualmotion dynamo-electrical unit 1040 as illustrated in FIG. 28 drives theload 120 directly or through the optionally provided transmission unit109, or as illustrated in FIG. 29, coupled to the input terminal of thedifferential transmission unit 109 with both differential outputterminals of the differential transmission unit 109 to drive theirrespectively adapted loads 120 to constitute the first drive system1001.

As required, the second dynamo-electrical unit 103 may be or may not beprovided to the first drive system 1001. While the seconddynamo-electrical unit 103 is provided, its rotary part as illustratedin FIG. 28 is coupled to the load 120 directly or through the optionallyprovided transmission unit 109, or to the differential transmission unit109 driven by the second rotary part 1042 as illustrated in FIG. 29.

The second drive system 1002 deploy the second dynamo-electrical unit103 as the power source to drive one or multiple load 120 through theoptionally provided transmission unit 109 or any other transmissiondevice; or the rotary part of the second dynamo-electrical unit 103 iscoupled to the input terminal of the differential transmission unit 109with both differential output terminals of the differential transmissionunit 109 to drive their respectively adapted loads 120 to constitute thesecond drive system 1002. Alternatively, by switching the clutch 132between engaging or disengaging status to regulate the rotationalkinetic energy between the first drive system 1001 and the second drivesystem 1002 to provide those functions described in System Functions 1through 80.

The primary functions of both preferred embodiments given in FIGS. 28and 29 include that while the clutch 112 is disengaged and the brake 901is closed, the active rotational power source 100 drives the firstdynamo-electrical unit 101 to operate as a generator; and either or bothof the second dynamo-electrical unit 103 in the first drive system 1001and that in the second drive system 1002 receives the power generatedfrom the first dynamo-electrical unit 101 to operate as a motorcontrolled by the drive control unit 104 to drive the load and providethe functions of serial hybrid power transmission.

If the rechargeable device 106 is provided, under the control of thedrive control unit 104, the second dynamo-electrical unit 103 receivethe power from the first dynamo-electrical unit 101 and the rechargeabledevice 106 to operate as a motor to drive the load 120; or the seconddynamo-electrical unit 103 with the power from the rechargeable device106 to operate as a motor to drive the load.

When both clutches 102, 112 are engaged, and both of the clutch 122 andthe brake 901 are disengaged, under the control of the drive controlunit 104 the second dynamo-electrical unit 103 receive the power fromthe rechargeable device 106 to operate as a motor to jointly drive theload 120 with the rotational kinetic energy from the active rotationalpower source 100.

The second dynamo-electrical unit 103 performs power regeneration byrecycling the feedback brake kinetics to recharge the rechargeabledevice 106 or supply power to any other electrical power driven load130.

Alternatively, while all the clutches 102, 112, 122 are closed up andthe brake 901 is disengaged, the load 120 is driven by the rotationalkinetic energy from the active rotational power source 100.

In addition, as required, the rotational kinetic energy output terminalof the active rotational power source 100 in the first drive system1001, or the output terminal of the transmission unit 129 coupled to thefirst drive system 1001 is coupled to the input terminal of the clutch132 while the output terminal of the clutch 132 is coupled to rotarypart of the second dynamo-electrical unit 103 serving as the powersource for the second drive system 1002, or to the output terminal ofthe transmission unit 109 optionally provided as illustrated in FIG. 28;or coupled to the rotary part of the second dynamo-electrical unit 103serving as the power source for the second drive system 1002, or to theinput terminal of the differential transmission units 109 of multipleloads 120 coupled to the second drive system 1002 optionally provided asillustrated in FIG. 29 for the control of the transmission status of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002.

FIG. 30 shows the block diagram of the twenty-ninth preferred embodimentof the present invention. Wherein, the dual motion dynamo-electricalunit substitutes the split planetary gear set illustrated in FIG. 18. Inthe preferred embodiment the rotary part applied to output therotational kinetic energy of the active rotational power source 100 iscoupled to the transmission unit 129, the clutch 102 and thetransmission unit 109 optionally provided to drive the rotary part ofthe first dynamo-electrical unit 101. In the first drive system 1001, adual motion dynamo-electrical unit 1040 made in the form of AC or DC,brush or brushless, synchronous or asynchronous is provided. The dualmotion dynamo-electrical unit 1040 made in a cylinder, disk or coneshape is comprised of the first rotary part 1041 and the second rotarypart 1042 with the controllable clutch 122 installed between the firstand the second rotary parts 1041, 1042. The first rotary part 1041 iscoupled to the rotary part of the brake 901, and further to the rotarypart of the first dynamo-electrical unit 101 through the clutch 112. Thestationary part of the brake 901 is locked to the frame. The secondrotary part 1042 of the dual motion dynamo-electrical unit 1040 iscoupled to the input terminal of the differential transmission unit 109with both differential outputs of the differential transmission unit 109to drive their respectively adapted loads 120 to constitute the firstdrive system 1001.

As required, the second dynamo-electrical unit 103 may be or may not beprovided to the first drive system 1001. When the seconddynamo-electrical unit 103 is provided, it is coupled to the secondrotary part 1042 or to the input terminal of the differentialtransmission unit 109 driven by the second rotary part 1042.

The second drive system 1002 deployed multiple second dynamo-electricalunits 103 as the power source drives separately coupled to theoptionally transmission unit 109 or any other transmission device todrive their respectively adapted loads 120 to constitute the seconddrive system 1002. Alternatively, by switching the clutch 132 to bedisengaged or engaged to regulate the transmission status of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002 to provide those functions described in SystemFunctions 1 through 80.

The primary functions of the preferred embodiment given in FIGS. 30 and29 include that when the clutch 112 is disengaged, and the brake 901 isclosed, the active rotational power source 100 drives the firstdynamo-electrical unit 101 to operate as a generator; under theregulation of the drive control unit 104, either or both of the seconddynamo-electrical unit 103 in the first drive system 1001 and that inthe second drive system 1002 receive power generated from the firstdynamo-electrical unit 101 to operate as a motor to drive the load andprovide the function of the serial hybrid power transmission.

If the rechargeable device 106 is provided, under the control of thedrive control unit 104, the second dynamo-electrical unit 103 receivethe power from the first dynamo-electrical unit 101 and the rechargeabledevice 106 operates as a motor to drive the load 120.

When both clutches 102, 112 are engaged, and both of the clutch 122 andthe brake 901 are disengaged, under the control of the drive controlunit 104 the second dynamo-electrical unit 103 receive the power fromthe rechargeable device 106 operates as a motor for driving the load120; or the second dynamo-electrical unit 103 receive the power from therechargeable device 106 to operate as a motor to jointly drive the load120 with the rotational kinetic energy from the active rotational powersource 100.

The second dynamo-electrical unit 103 performs power regeneration byrecycling the feedback brake kinetics to recharge the rechargeabledevice 106 or supply power to any other electrical power driven load130.

Alternatively, when all the clutches 102, 112, 122 are engaged and thebrake 901 is disengaged, the load 120 is driven by the rotationalkinetic energy from the active rotational power source 100.

In addition, as required, the rotational kinetic energy output terminalof the active rotational power source 100 in the first drive system1001, or the output terminal of the transmission unit 129 coupled to thefirst drive system 1001 is coupled to the input terminal of the clutch132 while the output terminal of the clutch 132 is coupled to the inputterminal of the differential transmission unit 109 of multiple seconddynamo-electrical unit 103 coupled to the optionally provided seconddrive system 1002 for the control of the transmission status of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002.

FIG. 31 shows the block diagram of the thirtieth preferred embodiment ofthe present invention. Wherein, the dual motion dynamo-electrical unitsubstitutes the split planetary gear set illustrated in FIG. 19. Theconstruction of the first drive system 1001 and the second drive system1002 of the preferred embodiment illustrated in FIG. 31 is identicalwith that illustrated in FIG. 28. FIG. 32 shows the block diagram of thethirty-first preferred embodiment of the present invention. Wherein, thedual motion dynamo-electrical unit substitutes the split planetary gearset illustrated in FIG. 20. The construction of the first drive system1001 and the second drive system 1002 of the preferred embodimentillustrated in FIG. 32 is identical with that illustrated in FIG. 29.The transmission unit 109 may be also optionally provided to the outputterminal of the active rotational power source 100 in the systemrespectively illustrated in FIGS. 31 and 32 so to further drive theplanet gear 803 of the planetary gear set 801. The clutch 132 isoptionally provided for the control of the transmission status of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002. The difference respectively between bothpreferred embodiment given in FIGS. 31 and 32 and those in FIGS. 28 and29 rests in that the input terminal of the clutch 132 respectively ofthe thirtieth and the thirty-first preferred embodiments is coupled tothe rotary part of the second dynamo-electrical unit 103 optionallyadapted to the first drive system 1001, or to the input terminal oroutput terminal of the transmission unit 109 adapted to the seconddynamo-electrical unit 103 while the output terminal of the clutch 132is coupled to the rotary part of the second dynamo-electrical unit 103serving as the power source for the second drive system 1002, or to thetransmission unit 109 optionally provided to the rotary part of thesecond dynamo-electrical unit 013 in the second drive system, or to theinput terminal of the differential transmission unit 109.

FIG. 33 shows the block diagram of the thirty-second preferredembodiment of the present invention. Wherein the dual motiondynamo-electrical unit substitutes the split planet gear set illustratedin FIG. 21. The construction of the first drive system 1001 and thesecond drive system 1002 of the preferred embodiment illustrated in FIG.33 is identical with that illustrated in FIG. 30. The transmission unit109 may be also optionally provided to the output terminal of the activerotational power source 100 in the system illustrated in FIG. 33 so tofurther drive the planet gear 803 of the planetary gear set 801. Theclutch 132 is optionally provided for the control of the transmissionstatus of the rotational kinetic energy between the first drive system1001 and the second drive system 1002. The difference respectivelybetween both preferred embodiment given in FIGS. 31 and 32 and those inFIGS. 28 and 29 rests in that the input terminal of the clutch 132respectively of the thirtieth and the thirty-first preferred embodimentsis coupled to the rotary part of the second dynamo-electrical unit 103optionally adapted to the first drive system 1001, or to the inputterminal or output terminal of the transmission unit 109 adapted to thesecond dynamo-electrical unit 103 while the output terminal of theclutch 132 is coupled to the input terminal of the differentialtransmission unit 109 optionally provided to the second drive system1002 with both output terminals of the differential transmission unit109 to be respectively coupled to the rotary parts of multiple seconddynamo-electrical units 103 serving as the power source for the seconddrive system 1002.

The output terminal of the active rotational power source 100 in thesplit serial-parallel hybrid dual-power drive system is firstly coupledto the clutch 1020. The clutch 1020 is operating by manual, mechanicalforce, eccentric force, air pressure, or hydraulic flow force, orelectro-magneto controlled clutch, or single way clutch, or coupler withtorque control capability, or any other transmission device thattransmits or interrupt the mechanical rotational kinetic energytransfer. The clutch 1020 is coupled to the transmission unit 109serving as the pilot drive unit 1000 and coupled to the transmissiondevice 129 and the load 120 to control the load 120 driven by the pilotdrive unit 1000 which generates the rotational kinetic energy. The powergenerated by the first dynamo-electrical unit 101 driven by the activerotational power source 100 drives the second dynamo-electrical unit 103in the second drive system 1002 directly or under the regulation of thedrive control unit 104 to provide the capability of serial hybrid powertransmission, or to operate the primary functions of the parallel hybridpower transmission and other operations described in System Functions 1through 80 under the regulation of a control system.

FIG. 34 is the first block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention; and FIG. 35 is a second block diagram showingthat a pilot drive unit is provided to the output terminal of the activerotational power source of the present invention. Each of both preferredembodiments illustrated in FIGS. 34 and 35 essentially includes thepilot drive unit 1000 comprised of the output terminal of the activerotational power source 100 that is firstly coupled to the transmissionunit 129, the auxiliary clutch 1020, and a transmission unit 109 of theprior art optionally provided to drive the load 120. The clutch 1020 isprovided to control the transmission status of the rotational kineticenergy between the active rotational power source 100 and the load 120to the pilot drive unit 1000.

If the active rotational power source 100 is implemented in multi-shaftoutput, the pilot drive unit 1000 may be optionally provided to anyother output terminal of the active rotational power source 100. Theclutch 102 and the transmission unit 109 are optionally provided to thesame output terminal or different output terminals of the activerotational power source 100 to drive the first dynamo-electrical unit101 to constitute the first drive system 1001 with the pilot drive unit1000.

The second drive system 1002 with the second dynamo-electrical unit 103as the power source is coupled to the transmission unit 109 of the priorart optionally provided for driving one or multiple loads 120 adapted tothe transmission unit 109 to constitute the second drive system 1002.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. As required, the transmissionunit 109 coupled between the clutch 1020 and the load 120 may becomprised of the transmission unit 109 which provides the capability ofcontrollable multistage transmission, continuously variabletransmission, reversing or idling function as illustrated in FIG. 34 todrive the load 120, or may be comprised of the transmission unit 109which provides with the capability of controllable multistagetransmission, continuously variable transmission, reversing or idlingfunction and multiple shafts for differential output as illustrated inFIG. 35 to drive the loads 120 respectively adapted to each differentialoutput terminal for differential operation.

The second drive system 1002 with the second dynamo-electrical unit 103as the power source is coupled to the transmission unit 109 of the priorart optionally provided for driving one or multiple loads 120 adapted tothe transmission unit 109 to constitute the second drive system 1002.

In the second drive system 1002, the transmission unit 109 driven by thesecond dynamo-electrical unit 103 may be provided with the capability ofcontrollable multistage transmission, continuously variabletransmission, reversing or idling function as illustrated in FIG. 34 todrive the load 120, or in the form of the transmission unit 109 that isprovided with the capability of controllable multistage transmission,continuously variable transmission, reversing or idling function andmultiple shafts for the operation of differential output as illustratedin FIG. 35 to drive the loads 120 respectively adapted to eachdifferential output terminal for differential transmission.

As required, the clutch 102 coupled to the output terminal of the activerotational power source 100 through the transmission unit 129, theoptionally provided transmission unit 109 and the firstdynamo-electrical unit 101 may coupled with the first drive system 1001,or coupled with the second drive system 1002 or provide standaloneoperation.

In the system respectively illustrated in FIGS. 34 and 35, while drivingthe pilot drive unit 1000, the operation of the active rotational powersource 100 may further include driving the first dynamo-electrical unit101 by the active rotational power source 100 to operate as a generatorwith the power generated to drive the second dynamo-electrical unit 103in the second drive system 1002 to produce the rotational kinetic energyto drive the load 120 for the system to provide the serial hybrid powertransmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or supply power to any other electrical powerdriven load 130 (including any externally connected unspecified load),and drive the second dynamo-electrical unit 103 in the second drivesystem 1002 to drive the load 120.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator to recharge the rechargeable device 106 or tosupply power to other electrical power driven load 130 (including anyexternally connected unspecified load).

The first dynamo-electrical unit 101 operates as a generator with thepower from the rechargeable device 106 to jointly drive the seconddynamo-electrical unit 103 to produce the rotational kinetic energy todrive the load 120 or supply power to any other electrical power drivenload 130 (including any externally connected unspecified load).

The power from the rechargeable device 106 drives the seconddynamo-electrical unit 103 in the second drive system 1002 to generatethe rotational kinetic energy for driving the load.

The power from the rechargeable device 106 drives the seconddynamo-electrical unit 103 in the second drive system 1002 to generatethe rotational kinetic energy for jointly driving the load with thepower from the active rotational power source 100.

The recycled power from feedback braking regeneration by the firstdynamo-electrical unit 101 or the second dynamo-electrical unit 103recharges the rechargeable device 106 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load).

FIG. 36 is the third block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention. The preferred embodiment illustrated in FIG. 36includes the pilot drive unit 1000 comprised of the output terminal ofthe active rotational power source 100 that is coupled first to thetransmission unit 129, the auxiliary clutch 1020, and a transmissionunit 109 of the prior art optionally provided to drive the load 120. Theclutch 1020 is provided to control the transmission status of therotational kinetic energy between the active rotational power source 100and the load 120 to the pilot drive unit 1000.

If the active rotational power source 100 is implemented with amulti-shaft output, the pilot drive unit 1000 may be optionally providedto any other output terminal of the active rotational power source 100.The clutch 102 and the transmission unit 109 are optionally provided tothe same output terminal or different output terminals of the activerotational power source 100 to drive the first dynamo-electrical unit101 to constitute the first drive system 1001 with the pilot drive unit1000.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. The input terminal of the clutch1020 is coupled to the output terminal of the transmission unit 129driven by the active rotational power source 100 or to the other outputterminal of the active rotational power source 100. As required, thetransmission unit 109 coupled between the clutch 1020 and the load 120may be comprised of the transmission unit 109 which provides thecapability of controllable multistage transmission, continuouslyvariable transmission, reversing or idling function or may be comprisedof the transmission unit 109 which provides the capability ofcontrollable multistage transmission, continuously variabletransmission, reversing or idling function and multiple shafts for theoperation of differential output to drive the loads 120 respectivelyadapted to each differential output terminal for differential operation.

The second drive system 1002 with the second dynamo-electrical unit 103as the power source is coupled to the transmission unit 109 of the priorart optionally provided for driving one or multiple loads 120 adapted tothe transmission unit 109 to constitute the second drive system 1002.

In the second drive system 1002, the transmission unit 109 driven by thesecond dynamo-electrical unit 103 may be provided with the capability ofcontrollable multistage transmission, continuously variabletransmission, reversing or idling function as illustrated in FIG. 34 todrive the load 120, or in the form of the transmission unit 109 that isprovided with the capability of controllable multistage transmission,continuously variable transmission, reversing or idling function andmultiple shafts for the operation of differential output to drive theloads 120 respectively adapted to each differential output terminal fordifferential operation.

As required, the clutch 102 coupled to the output terminal of the activerotational power source 100 through the transmission unit 129, theoptionally provided transmission unit 109 and the firstdynamo-electrical unit 101 may coupled with the first drive system 1001,or coupled with the second drive system 1002 or provide standaloneoperation.

In the system illustrated in FIG. 36, while driving the pilot drive unit1000, the operation of the active rotational power source 100 mayfurther drive the first dynamo-electrical unit 101 by the activerotational power source 100 to operate as a generator with the powergenerated to drive multiple second dynamo-electrical units 103 in thesecond drive system 1002 to produce the rotational kinetic energy todrive the load 120 for the system to provide the serial hybrid powertransmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or supply power to any other electrical powerdriven load 130 (including any externally connected unspecified load),and drive multiple second dynamo-electrical units 103 in the seconddrive system 1002 to drive the load 120.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or to supply power to other electrical powerdriven load 130 (including any externally connected unspecified load).

When the first dynamo-electrical unit 101 operates as a generator, thepower generated and that from the rechargeable device 106 jointly drivethe second dynamo-electrical unit 103 to produce the rotational kineticenergy to drive the load 120 or supply power to any other electricalpower driven load 130 (including any externally connected unspecifiedload).

The power from the rechargeable device 106 drives alone the seconddynamo-electrical unit 103 in the second drive system 1002 to producethe rotational kinetic energy for driving the load; or the rotationalkinetic energy produced by the second dynamo-electrical unit 103 in thesecond drive system 1002 as driven by the power from the rechargeabledevice 106 and that from the active rotational power source 100 jointlydrive the load.

The recycled power from feedback braking regeneration by the firstdynamo-electrical unit 101 or the second dynamo-electrical unit 103recharges the rechargeable device 106 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load).

FIG. 37 is the fourth block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention. FIG. 38 is the fifth block diagram showing that apilot drive unit is provided to the output terminal of the activerotational power source of the present invention. In both preferredembodiments illustrated in FIGS. 37 and 38, the clutch 132 is installedbetween the rotary part of the first dynamo-electrical unit 101 and therotary part of the second drive system 1002. The system essentiallyincludes the pilot drive unit 1000 comprised of the output terminal ofthe active rotational power source 100 that is coupled first to thetransmission unit 129, the auxiliary clutch 1020, and a transmissionunit 109 of the prior art optionally provided to drive the load 120. Theclutch 1020 is provided to control the transmission status of therotational kinetic energy between the active rotational power source 100and the load 120 to the pilot drive unit 1000.

If the active rotational power source 100 is implemented with amulti-shaft output, the pilot drive unit 1000 may be optionally providedto any other output terminal of the active rotational power source 100.The clutch 102 and the transmission unit 109 are optionally provided tothe same output terminal or different output terminals of the activerotational power source 100 to drive the first dynamo-electrical unit101 to constitute the first drive system 1001 with the pilot drive unit1000.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. As required, the transmissionunit 109 coupled between the clutch 1020 and the load 120 may becomprised of the transmission unit 109 which provides the capability ofcontrollable multistage transmission, continuously variabletransmission, reversing or idling function as illustrated in FIG. 37 todrive the load 120, or may be comprised of the transmission unit 109which provides the capability of controllable multistage transmission,continuously variable transmission, reversing or idling function andmultiple shafts for the operation of differential output as illustratedin FIG. 38 to drive the loads 120 respectively adapted to eachdifferential output terminal for differential operation.

Furthermore, the rotary part of the first dynamo-electrical unit 101adapted to the first drive system 1001, or the rotary part of theoptionally provided transmission unit 109 coupled to the first drivesystem 1001 is coupled to the input terminal of the clutch 132 while theoutput terminal of the clutch 132 is coupled to the rotary part of thesecond dynamo-electrical unit 103 serving as the power source for thesecond drive system 1002, or to the input terminal of the differentialtransmission unit 109 coupled to the rotary part of the seconddynamo-electrical unit 103 in the second drive system 1002. Bothdifferential output terminals of the differential transmission unit 109are coupled to their respectively adapted loads 120 while the clutch 132is used to control the transmission status of the rotational kineticenergy between the first drive system 1001 and the second drive system1002.

The second drive system 1002 with the second dynamo-electrical unit 103as the power source is coupled to the transmission unit 109 of the priorart optionally provided for driving one or multiple loads 120 adapted tothe transmission unit 109 to constitute the second drive system 1002.

In the second drive system 1002, the transmission unit 109 driven by thesecond dynamo-electrical unit 103 may be provided in the form of thetransmission unit 109 which provides the capability of controllablemultistage transmission, continuously variable transmission, reversingor idling function as illustrated in FIG. 37 to drive the load 120, orin the form of the transmission unit 109 which provides the capabilityof controllable multistage transmission, continuously variabletransmission, reversing or idling function and multiple shafts for theoperation of differential output as illustrated in FIG. 38 to drive theloads 120 respectively adapted to each differential output terminal fordifferential operation.

As required, the clutch 102 coupled to the out put end of the activerotational power source 100 through the transmission unit 129, theoptionally provided transmission unit 109, and the firstdynamo-electrical unit 101 may coupled with the first drive system 1001,or coupled with the second drive system 1002 or provide standaloneoperation.

In the system respectively illustrated in FIGS. 37 and 38, while drivingthe pilot drive unit 1000, the operation of the active rotational powersource 100 may further drive the first dynamo-electrical unit 101 by theactive rotational power source 100 to operate as a generator with thepower generated to drive the second dynamo-electrical unit 103 in thesecond drive system 1002 to produce the rotational kinetic energy todrive the load 120 for the system to provide the serial hybrid powertransmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or supply power to any other electrical powerdriven load 130 (including any externally connected unspecified load),and drive the second dynamo-electrical unit 103 in the second drivesystem 1002 to produce the rotational kinetic energy for driving theload 120.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or supply power to nay other electrical powerdriven load 130 (including any externally connected unspecified load).

The first dynamo-electrical unit 101 operates as a generator with thepower generated and that from the rechargeable device 106 to jointlydrive the second dynamo-electrical unit 103 to produce the rotationalkinetic energy to drive the load 120 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load); or the power from the rechargeable device 106 alonedrives the second dynamo-electrical unit 103 adapted in the second drivesystem 1002 to produce the rotational kinetic energy to drive the load.

The rotational kinetic energy produced by the second dynamo-electricalunit 103 in the second drive system 1002 as driven by the power from therechargeable device 106 and that from the active rotational power source100 jointly drive the load.

The recycled power from feedback braking regeneration by the firstdynamo-electrical unit 101 or the second dynamo-electrical unit 103recharges the rechargeable device 106 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load); or the transmission status of the rotational kineticenergy between the first drive system 1001 and the second drive system1002 is controlled by switching the clutch 132 to disengaged or engagedstate.

FIG. 39 is the sixth block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention. In the preferred embodiment illustrated in FIG.39, the controllable clutch 132 is installed between the rotary part ofthe first dynamo-electrical unit 101 and the rotary part of the seconddrive system 1002. The system essentially include the pilot drive unit1000 comprised of the active rotational power source 100 that is coupledfirst to the transmission unit 129, the auxiliary clutch 1020, and atransmission unit 109 of the prior art optionally provided to drive theload 120. The clutch 1020 is provided to control the transmission statusof the rotational kinetic energy between the active rotational powersource 100 and the load 120 to the pilot drive unit 1000.

If the active rotational power source 100 is implemented with amulti-shaft output, the pilot drive unit 1000 may be optionally providedto any other output terminal of the active rotational power source 100.The clutch 102 and the transmission unit 109 are optionally provided tothe same output terminal or different output terminals of the activerotational power source 100 to drive the first dynamo-electrical unit101 to constitute the first drive system 1001 with the pilot drive unit1000.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. As required, the transmissionunit 109 coupled between the clutch 1020 and the load 120 may becomprised of the transmission unit 109 which provides the capability ofcontrollable multistage transmission, continuously variabletransmission, reversing or idling function or may be comprised of thetransmission unit 109 which provides the capability of controllablemultistage transmission, continuously variable transmission, reversingor idling function and multiple shafts for the operation of differentialoutput to drive the loads 120 respectively adapted to each differentialoutput terminal for differential operation.

Furthermore as required, the rotary part of the first dynamo-electricalunit 101 adapted to the first drive system 1001, or that of theoptionally provided transmission unit 109 coupled to the first drivesystem 1001 is coupled to the input terminal of the clutch 132 while theoutput terminal of the clutch 132 is coupled to two rotary parts of bothsecond dynamo-electrical units 103 serving as the power source for thesecond drive unit 1002, or coupled to the input terminal of thedifferential transmission unit 109 operationally adapted to the seconddrive system 1002. With the two differential output terminals of thedifferential transmission unit 109 coupled to rotary parts of multiplesecond dynamo-electrical units 103, the transmission status of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002 is controlled through the clutch 132.

If multiple loads are provided to the pilot drive unit 1000 or to thesecond drive system 1002 and a differential operation function isrequired among the loads 120, the transmission unit 109 coupled betweenthe clutch 1020 of the pilot drive unit 1000 and the load 120 may beprovided with the capability of controllable multistage transmission,reversing or idling functions; or may be further provided in aconstruction of a transmission unit that is provided with multipleoutput shafts with the capability of controllable multistagetransmission, reversing or idling functions for differentialtransmission output so to drive each load 120 coupled to thedifferential output terminals.

The second drive system 1002 with the second dynamo-electrical unit 103as the power source is coupled to the transmission unit 109 of the priorart optionally provided for driving one or multiple loads 120 adapted tothe transmission unit 109 to constitute the second drive system 1002.

The differential transmission unit 109 is provided to the second drivesystem 1002 to be driven by the clutch 132. Both output terminals of thedifferential transmission unit 109 are respectively coupled to therotary parts from multiple second dynamo-electrical units 103. Asrequired, the differential transmission unit 109 may be provided withcontrollable multistage transmission, continuously variabletransmission, reversing or idling function, and multiple shafts outputfor the operation of differential output to drive the loads 120respectively adapted to each differential output terminal fordifferential operation.

While being incorporated to the first drive system 1001, the clutch 102coupled to the output terminal of the active rotational power source 100through the transmission unit 129 and the clutch 132, the optionallyprovided transmission unit 109 and the clutch 132 and the firstdynamo-electrical unit 101 may be incorporated to the second drivesystem 1002 or standalone operating as required.

In the system illustrated in FIG. 39, while the clutch 132 disengaged,the primary operation of the active rotational power source 100 drivingthe pilot drive unit 1000 may further drive the first dynamo-electricalunit 101 by the active rotational power source 100 to operate as agenerator with the generated power to drive multiple seconddynamo-electrical units 103 in the second drive system 1002 to producethe rotational kinetic energy to drive the load 120 for the system toprovide the serial hybrid power transmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator to recharge the rechargeable device 106 orsupply power to any other electrical power driven load 130 (includingany externally connected unspecified load), and drive two or multiplesecond dynamo-electrical units 103 in the second drive system 1002 toproduce rotational kinetic energy for driving the load 120.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator to recharge the rechargeable device 106 or tosupply power to other electrical power driven load 130 (including anyexternally connected unspecified load).

When the first dynamo-electrical unit 101 operates as a generator, thegenerated power and power from the rechargeable device 106 jointly drivethe second dynamo-electrical unit 103 to produce the rotational kineticenergy to drive the load 120 or supply power to any other electricalpower driven load 130 (including any externally connected unspecifiedload).

The power from the rechargeable device 106 drives alone the seconddynamo-electrical unit 103 in the second drive system 1002 to producethe rotational kinetic energy for driving the load; or the rotationalkinetic energy generated by the second dynamo-electrical unit 103 in thesecond drive system 1002 as driven by the power from the rechargeabledevice 106 drive the load jointly with the power from the activerotational power source 100.

The regenerated power of feedback braking regeneration by the firstdynamo-electrical unit 101 or the second dynamo-electrical unit 103recharges the rechargeable device 106 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load); or the transmission status of the rotational kineticenergy between the first drive system 1001 and the second drive system1002 is regulated by switching the clutch 132 to engage or disengagedstate.

FIG. 40 is the seventh block diagram showing the pilot drive unitprovided to the output terminal of the active rotational power source ofthe present invention; and FIG. 41 is the eighth block diagram showingthe pilot drive unit is provided to the output terminal of the activerotational power source of the present invention. Both preferredembodiments respectively illustrated in FIGS. 40 and 41, thecontrollable clutch 132 is installed between the transmission unit 129coupled to the output terminal of the active rotational power source 100and the rotary part of the second drive system 1002, and essentiallyinclude the pilot drive unit 1000 comprised of the rotational powersource 100 that is coupled first to the transmission unit 129, theauxiliary clutch 1020, and a transmission unit 109 of the prior artoptionally provided to drive the load 120. The clutch 1020 is providedto control the transmission status of the rotational kinetic energybetween the active rotational power source 100 and the load 120 to thepilot drive unit 1000.

If the active rotational power source 100 is implemented with amulti-shaft output, the pilot drive unit 1000 may be optionally providedto any other output terminal of the active rotational power source 100.The clutch 102 and the transmission unit 109 are optionally provided tothe same output terminal or different output terminals of the activerotational power source 100 to drive the first dynamo-electrical unit101 to constitute the first drive system 1001 with the pilot drive unit1000.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. The transmission unit 109coupled at where between the clutch 1020 and the load 120 may becomprised of the transmission unit 109 which provides the capability ofcontrollable multistage transmission, continuously variabletransmission, reversing or idling function as illustrated in FIG. 40 ormay be comprised of the transmission unit 109 which provides thecapability of controllable multistage transmission, continuouslyvariable transmission, reversing or idling function and multiple shaftsfor the operation of differential output to drive the loads 120respectively adapted to each differential output terminal for executingthe differential operation as illustrated in FIG. 41

Furthermore, as required, the transmission unit 129 coupled to theoutput terminal of the active rotational power source 100 adapted to thefirst drive system 1001 is coupled to the input terminal of the clutch132 while the output terminal of the clutch 132 is coupled to the rotarypart of the second dynamo-electrical unit 103 serving as the powersource for the second drive system 1002, or to the input terminal of thedifferential transmission unit 109 optionally provided in the seconddrive system 1002 to be coupled to the rotary part of the seconddynamo-electrical unit 103. Both differential output terminals of thedifferential transmission unit 109 are coupled to their respectivelyadapted loads 120 for the control of the transmission status of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002 through the control by the clutch 132.

The second drive system 1002 with the second dynamo-electrical unit 103as the power source is coupled to the transmission unit 109 of the priorart optionally provided for driving one or multiple loads 120 adapted tothe transmission unit 109 to constitute the second drive system 1002.

In the second drive system 1002, the transmission unit 109 driven by thesecond dynamo-electrical unit 103 may be provided in the form of thetransmission unit 109 which provides the capability of controllablemultistage transmission, continuously variable transmission, reversingor idling function as illustrated in FIG. 40 to drive the load 120, orin the form of the transmission unit 109 which provides the capabilityof controllable multistage transmission, continuously variabletransmission, reversing or idling function and multiple shafts for theoperation of differential output to drive the loads 120 respectivelyadapted to each differential output terminal for executing thedifferential operation as illustrated in FIG. 41.

While being incorporated to the first drive system 1001, the clutch 102coupled to the output terminal of the active rotational power source 100through the transmission unit 129, the optionally provided transmissionunit 109 and the first dynamo-electrical unit 101 may be incorporated tothe second drive system 1002 or provided standalone operation asrequired.

In the system respectively illustrated in FIGS. 40 and 41, while drivingthe pilot drive unit 1000, the operation of the active rotational powersource 100 may further drive the first dynamo-electrical unit 101 by theactive rotational power source 100 to operate as a generator with thepower generated to drive two or multiple second dynamo-electrical units103 in the second drive system 1002 to produce the rotational kineticenergy to drive the load 120 for the system to provide the serial hybridpower transmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or supply power to any other electrical powerdriven load 130 (including any externally connected unspecified load),and drive two or multiple second dynamo-electrical units 103 in thesecond drive system 1002 to produce rotational kinetic energy fordriving the load 120.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator to recharge the rechargeable device 106 or tosupply power to other electrical power driven load 130 (including anyexternally connected unspecified load).

When the first dynamo-electrical unit 101 operates as a generator, thegenerated power and power from the rechargeable device 106 jointly drivethe second dynamo-electrical unit 103 to produce the rotational kineticenergy to drive the load 120 or supply power to any other electricalpower driven load 130 (including any externally connected unspecifiedload).

The power from the rechargeable device 106 drives alone the seconddynamo-electrical unit 103 in the second drive system 1002 to producethe rotational kinetic energy for driving the load; or the rotationalkinetic energy produced by the second dynamo-electrical unit 103 in thesecond drive system 1002 as driven by the power from the rechargeabledevice 106 and that from the active rotational power source 100 jointlydrive the load.

The regenerated power of feedback braking regeneration power by thefirst dynamo-electrical unit 101 or the second dynamo-electrical unit103 recharges the rechargeable device 106 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load); or the transmission status of the rotational kineticenergy between the first drive system 1001 and the second drive system1002 is regulated by switching the clutch 132 to engage or disengagestatus to perform the System Functions 1 through 80.

FIG. 42 is the ninth block diagram showing that the pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention. Wherein, the controllable clutch 132 is installedbetween the transmission unit 129 coupled to the output terminal of theactive rotational power source 100 and the rotary part of the seconddrive system 1002, and essentially include the pilot drive unit 1000comprised of having first coupled the transmission unit 129, theauxiliary clutch 1020 and the transmission unit 109 of the prior artoptionally provided to drive the load 120. The clutch 1020 is providedto regulate the transmission status of the rotational kinetic energybetween the active rotational power source 100 and the load 120 to thepilot drive unit 1000.

If the active rotational power source 100 is implemented with amulti-shaft output, the pilot drive unit 1000 may be optionally providedto any other output terminal of the active rotational power source 100.The clutch 102 and the transmission unit 109 are optionally provided tothe same output terminal or different output terminals of the activerotational power source 100 to drive the first dynamo-electrical unit101 to constitute the first drive system 1001 with the pilot drive unit1000.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. As required, the transmissionunit 109 coupled between the clutch 1020 and the load 120 may becomprised of the transmission unit 109 which provides the capability ofcontrollable multistage transmission, continuously variabletransmission, reversing or idling function or may be comprised of thetransmission unit 109 which provides the capability of controllablemultistage transmission, continuously variable transmission, reversingor idling function and multiple shafts for the operation of differentialoutput to drive the loads 120 respectively adapted to each differentialoutput terminal for differential operation.

Furthermore, as required, the transmission unit 129 coupled to theoutput terminal of the active rotational power source 100 adapted to thefirst drive system 1001 is coupled to the input terminal of the clutch132 while the output terminal of the clutch 132 is coupled to the rotaryparts of both second dynamo-electrical units 103, or to the inputterminal of the differential transmission unit 109 optionally adapted tothe second drive system 1002. With two differential output terminals ofthe differential transmission unit 109 coupled to rotary parts ofmultiple second dynamo-electrical units 103, the transmission status ofthe rotational kinetic energy between the first drive system 1001 andthe second drive system 1002 is regulated through the clutch 132.

If multiple loads are provided to the pilot drive unit 1000 or to thesecond drive system 1002 and a differential operation function isrequired among the loads 120, the transmission unit 109 coupled betweenthe clutch 1020 of the pilot drive unit 1000 and the load 120 may beprovided in the construction of a transmission unit which provides thecapability of controllable transmission, reversing or idling functions;or may be further provided in a construction of the transmission unit109 that is provided with multiple shafts for executing differentialtransmission output so to drive each load 120 coupled to thedifferential output terminal to execute the differential operation.

The second drive system 1002 with the second dynamo-electrical unit 103as the power source is coupled to the transmission unit 109 of the priorart optionally provided for driving one or multiple loads 120 adapted tothe transmission unit 109 to constitute the second drive system 1002.

The differential transmission unit 109 is provided to the second drivesystem 1002 to be driven by the clutch 132. Both output terminals of thedifferential transmission unit 109 are respectively coupled to therotary parts from multiple second dynamo-electrical units 103. Asrequired, the differential transmission unit 109 may be provided withcontrollable multistage transmission, continuously variabletransmission, reversing or idling function, and multiple shafts for theoperation of differential output to drive the loads 120 respectivelyadapted to each differential output terminal for differential operation.

While being incorporated to the first drive system 1001, the clutch 102coupled to the out put end of the active rotational power source 100through the transmission unit 129, the optionally provided transmissionunit 109 and the clutch 132 and the first dynamo-electrical unit 101 maybe incorporated to the second drive system 1002 or provided standingalone as required.

In the system illustrated in FIG. 42, while the clutch 132 disengaged,the primary operation of the active rotational power source 100 drivingthe pilot drive unit 1000 may further drive the first dynamo-electricalunit 101 by the active rotational power source 100 to operate as agenerator with the power generated to drive two or multiple seconddynamo-electrical units 103 in the second drive system 1002 to producethe rotational kinetic energy to drive the load 120 for the system toprovide the serial hybrid power transmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or supply power to any other electrical powerdriven load 130 (including any externally connected unspecified load),and drive two or multiple second dynamo-electrical units 103 in thesecond drive system 1002 to produce rotational kinetic energy fordriving the load 120.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator to recharge the rechargeable device 106 or tosupply power to other electrical power driven load 130 (including anyexternally connected unspecified load).

When the first dynamo-electrical unit 101 operates as a generator, thegenerated power and the power from the rechargeable device 106 jointlydrive the second dynamo-electrical unit 103 to produce the rotationalkinetic energy to drive the load 120 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load).

The power from the rechargeable device 106 drives alone the seconddynamo-electrical unit 103 in the second drive system 1002 to generatethe rotational kinetic energy for driving the load; or the rotationalkinetic energy produced by the second dynamo-electrical unit 103 in thesecond drive system 1002 as driven by the power from the rechargeabledevice 106 jointly drive the load 120 with the power from the activerotational power source 100.

The regenerated power of feedback braking regeneration by the firstdynamo-electrical unit 101 or the second dynamo-electrical unit 103recharges the rechargeable device 106 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load); or the transmission status of the rotational kineticenergy between the first drive system 1001 and the second drive system1002 is controlled by switching the clutch 132 to engage or disengagestate for the system to operating with those System Functions 1 through80.

FIG. 43 is the tenth block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention; and FIG. 44 is the eleventh block diagram showingthat a pilot drive unit is provided to the output terminal of the activerotational power source of the present invention. Both preferredembodiments respectively illustrated in FIGS. 43 and 44 are eachcomprised of the first drive system 1001 and the second drive system1002. The construction of the first drive system 1001 includes the pilotdrive unit 1000 comprised with the output shaft of the active rotationalpower source 100 coupled to the additionally provided transmission unit129, and further to the auxiliary clutch 1020 and the optionallyprovided transmission unit 109 of the prior art to drive the load 120,and the active rotational power source 100.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. The transmission unit 109coupled between the clutch 1020 and the load 120 may be comprised of thetransmission unit 109 which provides the capability of controllablemultistage transmission, continuously variable transmission, reversingor idling function as illustrated in FIG. 43 or may be comprised of thetransmission unit 109 which provides the capability of controllablemultistage transmission, continuously variable transmission, reversingor idling function and multiple shafts for the operation of differentialoutput to drive the loads 120 respectively adapted to each differentialoutput terminal for differential operation as illustrated in FIG. 44.

Another output terminal of the transmission unit 129 is provided todrive the planet gear 803 of the planetary gear set 801. The rotary partof the first dynamo-electrical unit 101 is coupled to the sun gear 802of the planetary gear set 801. The operation between the rotary part andthe stationary part of the first dynamo-electrical unit 101 as requiredmay function as a motor under the regulation of the drive control unit104 to output the rotational kinetic energy, or as a generator toproduce damping while generating the power for the damping to make therotational kinetic energy from the active rotational power source 100 tobe routed to the external gear 804, or under the regulation of the drivecontrol unit 104 to control the electromagnetic lock up operationbetween the stationary part and the rotary part of the firstdynamo-electrical unit 101. The EM lockup function may be replaced bythe brake 902 when required with the rotary part of the firstdynamo-electrical unit 101 coupled to the rotation side of the brake 902and the stationary part of the brake 902 locked to the frame or to thestationary part of the first dynamo-electrical unit 101 for locking upthe first dynamo-electrical unit 101 and routing the rotational kineticenergy from the active rotational power source 100 to be transferthrough the external gear 804.

To compromise the operation of the system, the brake 901 is required forthe active rotational power source 100 to drive the firstdynamo-electrical unit 101 to operate as a generator. The external gear804 of the planetary gear set 801 is coupled to the input terminal ofthe clutch 132 and coupled to the rotation side of the brake 901; thestationary part of the brake 901 is locked to the frame; and another endof the clutch 132 is coupled to the rotary part of the seconddynamo-electrical unit 103 in the second drive system 1002, or to theinput terminal of the optionally provided transmission unit 109 in thesecond drive system 1002. The optionally provided clutch 132 controlsthe transmission of the rotational kinetic energy between the firstdrive unit 1001 and the second drive unit 1002 while the clutch 132 andthe brake 901 may be split installed or share the compact structure.

The second drive system 1002 as illustrated in FIG. 43 is comprised ofthe second dynamo-electrical unit 103 serving as the power sourcecoupled to the optionally provided transmission unit 109 or any othertransmission device to drive one or multiple load 120; or as illustratedin FIG. 44, the rotary part of the second dynamo-electrical unit 103 asrequired is coupled to the input terminal of the differentialtransmission unit 109, and both differential output terminals of thedifferential transmission unit 109 drive their respectively adaptedloads 120.

As required by the construction, the planetary gear set 801, the firstdynamo-electrical unit 101, the brake 902, the brake 901, and the clutch132 may be incorporated to the first drive system 1001, or to the seconddrive system 1002 or provided standing alone.

In the system respectively illustrated in FIGS. 43 and 44, while drivingthe pilot drive unit 1000, the operation of the active rotational powersource 100 may further drive the first dynamo-electrical unit 101 by theactive rotational power source 100 to operate as a generator with thepower generated to drive two or multiple second dynamo-electrical units103 in the second drive system 1002 to produce the rotational kineticenergy to drive the load 120 for the system to provide the serial hybridpower transmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or supply power to any other electrical powerdriven load 130 (including any externally connected unspecified load),and drive two or multiple second dynamo-electrical units 103 in thesecond drive system 1002 to produce rotational kinetic energy fordriving the load 120.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or to supply power to other electrical powerdriven load 130 (including any externally connected unspecified load).

When the first dynamo-electrical unit 101 operates as a generator, thegenerated power and power from the rechargeable device 106 jointly drivethe second dynamo-electrical unit 103 to produce the rotational kineticenergy to drive the load 120 or supply power to any other electricalpower driven load 130 (including any externally connected unspecifiedload).

The power from the rechargeable device 106 drives alone the seconddynamo-electrical unit 103 in the second drive system 1002 to producethe rotational kinetic energy for driving the load; or the rotationalkinetic energy produced by the second dynamo-electrical unit 103 in thesecond drive system 1002 as driven by the power from the rechargeabledevice 106 jointly drive the load 120 with the power from the activerotational power source 100.

The regenerated power of feedback braking regeneration by the firstdynamo-electrical unit 101 or the second dynamo-electrical unit 103recharges the rechargeable device 106 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load); or the transmission status of the rotational kineticenergy between the first drive system 1001 and the second drive system1002 is controlled by switching the clutch 132 to engage or disengagestate for the system to operating with those System Functions 1 through80.

FIG. 45 is the twelfth block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention. The preferred embodiment illustrated in FIG. 45is comprised of the first drive system 1001 and the second drive system1002. The construction of the first drive system 1001 includes the pilotdrive unit 1000 comprised with the output shaft of the active rotationalpower source 100 coupled to the additionally provided transmission unit129, and further to the auxiliary clutch 1020 and the optionallyprovided transmission unit 109 of the prior art to drive the load 120,and the active rotational power source 100.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. The transmission unit 109coupled between the clutch 1020 and the load 120 may be comprised of thetransmission unit 109 which provides the capability of controllablemultistage transmission, continuously variable transmission, reversingor idling function, or may be comprised of the transmission unit 109which provides the capability of controllable multistage transmission,continuously variable transmission, reversing or idling function andmultiple shafts for the operation of differential output to drive theloads 120 respectively adapted to each differential output terminal fordifferential operation.

Another output terminal of the transmission unit 129 is provided todrive the planet gear 803 of the planetary gear set 801. The rotary partof the first dynamo-electrical unit 101 is coupled to the sun gear 802of the planetary gear set 801. The operation between the rotary part andthe stationary part of the first dynamo-electrical unit 101 as requiredmay function as a motor under the regulation of the drive control unit104 to output the rotational kinetic energy, or as a generator toproduce damping while generating the power for the damping to make therotational kinetic energy from the active rotational power source 100 tobe transferred from the external gear 804, or under the regulation ofthe drive control unit 104 for electromagnetic lock up operation betweenthe stationary part and the rotary part of the first dynamo-electricalunit 101. As required, the EM lockup function may be replaced by thebrake 902 with the rotary part of the first dynamo-electrical unit 101coupled to the rotation side of the brake 902 and the stationary part ofthe brake 902 locked to the frame or to the stationary part of the firstdynamo-electrical unit 101 for locking up the first dynamo-electricalunit 101 and routing the rotational kinetic energy from the activerotational power source 100 to be transferred through the external gear804.

To compromise the operation of the system, the brake 901 is required forthe active rotational power source 100 to drive the firstdynamo-electrical unit 101 to operate as a generator. The external gear804 of the planetary gear set 801 is coupled to the input terminal ofthe clutch 112 and coupled to the rotation side of the brake 901; thestationary part of the brake 901 is locked to the frame; and another endof the clutch 132 is coupled to the rotary part of the seconddynamo-electrical unit 103 in the second drive system 1002, or to theinput terminal of the optionally provided transmission unit 109 in thesecond drive system 1002. The optionally provided clutch 132 regulatesthe transmission of the rotational kinetic energy between the firstdrive unit 1001 and the second drive unit 1002 while the clutch 132 andthe brake 901 may be split installed or share common structure.

The second drive system 1002 as illustrated in FIG. 45 is comprised ofmultiple second dynamo-electrical units 103 serving as the power sourcerespectively coupled to the optionally provided transmission unit 109 orany other transmission device their respectively coupled loads 120.

As required by the construction, the planetary gear set 801, the firstdynamo-electrical unit 101, the brake 902, the brake 901, and the clutch132 may be incorporated to the first drive system 1001, or to the seconddrive system 1002 or provide standalone operation.

In the system respectively illustrated in FIG. 45, while driving thepilot drive unit 1000, with the clutch 132 disengaged, the operation ofthe active rotational power source 100 may further drive the firstdynamo-electrical unit 101 by the active rotational power source 100 tooperate as a generator with the power generated to drive two or multiplesecond dynamo-electrical units 103 in the second drive system 1002 toproduce the rotational kinetic energy to drive the load 120 for thesystem to provide the serial hybrid power transmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or supply power to any other electrical powerdriven load 130 (including any externally connected unspecified load),and drive two or multiple second dynamo-electrical units 103 in thesecond drive system 1002 to produce rotational kinetic energy fordriving the load 120.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the generated power to recharge therechargeable device 106 or to supply power to other electrical powerdriven load 130 (including any externally connected unspecified load).

When the first dynamo-electrical unit 101 operates as a generator, thegenerated power and power from the rechargeable device 106 jointly drivethe second dynamo-electrical unit 103 to produce the rotational kineticenergy to drive the load 120 or supply power to any other electricalpower driven load 130 (including any externally connected unspecifiedload).

The power from the rechargeable device 106 drives alone the seconddynamo-electrical unit 103 in the second drive system 1002 to producethe rotational kinetic energy for driving the load 120; or therotational kinetic energy produced by the second dynamo-electrical unit103 in the second drive system 1002 as driven by the power from therechargeable device 106 jointly drive the load 120 with the power fromthe active rotational power source 100.

The regenerated power of feedback braking regeneration by the firstdynamo-electrical unit 101 or the second dynamo-electrical unit 103recharges the rechargeable device 106 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load); or the transmission status of the rotational kineticenergy between the first drive system 1001 and the second drive system1002 is controlled by switching the clutch 132 to engaged or disengageto perform System Functions 1 through 80.

FIG. 46 is the thirteenth block diagram showing that a pilot drive unitis provided to the output terminal of the active rotational power sourceof the present invention; and FIG. 47 is the fourteenth block diagramshowing that a pilot drive unit is provided to the output terminal ofthe active rotational power source of the present invention. Bothpreferred embodiments respectively illustrated in FIGS. 46 and 47 areeach comprised of the first drive system 1001 and the second drivesystem 1002. The construction of the first drive system 1001 includesthe pilot drive unit 1000 comprised with the output shaft of the activerotational power source 100 coupled to the additionally providedtransmission unit 129, and further to the auxiliary clutch 1020 and theoptionally provided transmission unit 109 of the prior art to drive theload 120, and the active rotational power source 100.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. The transmission unit 109coupled between the clutch 1020 and the load 120 may be comprised of thetransmission unit 109 which provides the capability of controllablemultistage transmission, continuously variable transmission, reversingor idling function as illustrated in FIG. 46 or may be comprised of thetransmission unit 109 which provides the capability of controllablemultistage transmission, continuously variable transmission, reversingor idling function and multiple shafts for the operation of differentialoutput to drive the loads 120 respectively adapted to each differentialoutput terminal for executing the differential operation as illustratedin FIG. 47.

Among the three input and output terminals of the rotational gear set1030, the first input and output terminal 501 is coupled to the firstinput and output gear set 511, and to another output terminal of theadditionally provided transmission unit 129. The second input and outputterminal 502 is coupled to the first dynamo-electrical unit 101, thebrake 902 and the second input and output gear set 512. Both of thefirst and the second input and output gear sets 511, 512 are coupled tothe differential gear set 5130 for a rotary arm 5131 to draw thedifferential output gear set 5132 and the third input and output gearset 513 for the third input and output gear set 513 to drive the thirdinput and output terminal 503 and the rotary part of the brake 901 andthe input terminal of the clutch 132. The stationary part of the brake901 is locked to the frame and another end of the clutch 132 is coupledto the rotary part of the second dynamo-electrical unit 103 adapted tothe second drive system 1002, or to the input terminal of the optionallyprovided transmission unit 109. The optionally provided clutch 132regulates the transmission of the rotational kinetic energy between thefirst drive system 1001 and the second drive system 1002. The clutch 132and the brake 901 may be split installed or share the common structure.

The second drive system 1002 is comprised with the seconddynamo-electrical unit 103 as the power source as illustrated in FIG. 46to be coupled to the optionally provided transmission unit 109 or anyother transmission device to drive one or multiple load 120; or asillustrated in FIG. 47, with the rotary part of the optionally providedsecond dynamo-electrical unit 103 to be coupled to the input terminal ofthe differential transmission unit 109 for both differential outputterminals of the differential transmission unit 109 to drive theirrespectively adapted loads 120.

As required by the construction, the rotational gear set 1030, the firstdynamo-electrical unit 101, the brake 902, the brake 901, and the clutch132 may be incorporated to the first drive system 1001, or to the seconddrive system 1002 or providing standalone operation.

In the system respectively illustrated in FIGS. 46 and 47, while drivingthe pilot drive unit 1000, the operation of the active rotational powersource 100 may further drive the first dynamo-electrical unit 101 by theactive rotational power source 100 to operate as a generator with thepower generated to drive two or multiple second dynamo-electrical units103 in the second drive system 1002 to produce the rotational kineticenergy to drive the load 120 for the system to provide the serial hybridpower transmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or supply power to any other electrical powerdriven load 130 (including any externally connected unspecified load),and drive two or multiple second dynamo-electrical units 103 in thesecond drive system 1002 to produce rotational kinetic energy fordriving the load 120.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or to supply power to other electrical powerdriven load 130 (including any externally connected unspecified load).

When the first dynamo-electrical unit 101 operates as a generator, thegenerated power and power from the rechargeable device 106 jointly drivethe second dynamo-electrical unit 103 to produce the rotational kineticenergy to drive the load 120 or supply power to any other electricalpower driven load 130 (including any externally connected unspecifiedload).

The power from the rechargeable device 106 drives alone the seconddynamo-electrical unit 103 in the second drive system 1002 to producethe rotational kinetic energy for driving the load; or the rotationalkinetic energy produced by the second dynamo-electrical unit 103 in thesecond drive system 1002 as driven by the power from the rechargeabledevice 106 jointly drive the load with the power from the activerotational power source 100.

The regenerated power of feedback braking regeneration by the firstdynamo-electrical unit 101 or the second dynamo-electrical unit 103recharges the rechargeable device 106 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load); or the transmission status of the rotational kineticenergy between the first drive system 1001 and the second drive system1002 is regulated by switching the clutch 132 between engage ordisengage to perform System Functions 1 through 80.

FIG. 48 is the fifteenth block diagram showing that a pilot drive unitis provided to the output terminal of the active rotational power sourceof the present invention. The preferred embodiment illustrated in FIG.48 is comprised of the first drive system 1001 and the second drivesystem 1002. The construction of the first drive system 1001 includesthe pilot drive unit 1000 comprised with the output shaft of the activerotational power source 100 coupled to the additionally providedtransmission unit 129, and further to the auxiliary clutch 1020 and theoptionally provided transmission unit 109 of the prior art to drive theload 120, and the active rotational power source 100.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. The transmission unit 109coupled between the clutch 1020 and the load 120 may be comprised of thetransmission unit 109 which provides the capability of controllablemultistage transmission, continuously variable transmission, reversingor idling function or may be comprised of the transmission unit 109which provides the capability of controllable multistage transmission,continuously variable transmission, reversing or idling function andmultiple shafts for the operation of differential output to drive theloads 120 respectively adapted to each differential output terminal fordifferential operation

Among the three input and output terminals of the rotational gear set1030, the first input and output terminal 501 is coupled to the firstinput and output gear set 511, and to another output terminal of theadditionally provided transmission unit 129. The second input and outputterminal 502 is coupled to the first dynamo-electrical unit 101, thebrake 902 and the second input and output gear set 512. Both of thefirst and the second input and output gear sets 511, 512 are coupled tothe differential gear set 5130 for a rotary arm 5131 to draw thedifferential output gear set 5132 and the third input and output gearset 513 for the third input and output gear set 513 to drive the thirdinput and output terminal 503 and the rotary part of the brake 901 andthe input terminal of the clutch 132. The stationary part of the brake901 is locked to the frame and another end of the clutch 132 is coupledto the rotary part of the second dynamo-electrical unit 103 adapted tothe second drive system 1002, or to the input terminal of the optionallyprovided transmission unit 109. The optionally provided clutch 132controls the transmission of the rotational kinetic energy between thefirst drive system 1001 and the second drive system 1002. The clutch 132and the brake 901 may be split installed or share common structure.

The second drive system 1002 with multiple second dynamo-electricalunits 103 as the power source is coupled to the individual optionallyprovided transmission unit 109 or any other transmission device fordriving their respectively adapted loads 120.

The rotational gear set 1030, the first dynamo-electrical unit 101, thebrake 902, the brake 901, and the clutch 132 may be incorporated to thefirst drive system 1001, or to the second drive system 1002 or providingstandalone operation as required.

In the system illustrated in FIG. 48, while driving the pilot drive unit1000, the primary operation of the active rotational power source 100with the clutch 132 is disengaged may further drive the firstdynamo-electrical unit 101 by the active rotational power source 100 tooperate as a generator with the power generated to drive two or multiplesecond dynamo-electrical units 103 in the second drive system 1002 togenerate the rotational kinetic energy to drive the load 120 for thesystem to provide the serial hybrid power transmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or supply power to any other electrical powerdriven load 130 (including any externally connected unspecified load),and drive two or multiple second dynamo-electrical units 103 in thesecond drive system 1002 to produce rotational kinetic energy fordriving the load 120.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or to supply power to other electrical powerdriven load 130 (including any externally connected unspecified load).

When the first dynamo-electrical unit 101 operates as a generator, thegenerated power and power from the rechargeable device 106 jointly drivethe second dynamo-electrical unit 103 to produce the rotational kineticenergy to drive the load 120 or supply power to any other electricalpower driven load 130 (including any externally connected unspecifiedload).

The power from the rechargeable device 106 drives alone the seconddynamo-electrical unit 103 in the second drive system 1002 to producethe rotational kinetic energy for driving the load 120; or therotational kinetic energy produced by the second dynamo-electrical unit103 in the second drive system 1002 as driven by the power from therechargeable device 106 drive the load 120 jointly with the power fromthe active rotational power source 100.

The regenerated power of feedback braking regeneration by the firstdynamo-electrical unit 101 or the second dynamo-electrical unit 103recharges the rechargeable device 106 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load); or the transmission status of the rotational kineticenergy between the first drive system 1001 and the second drive system1002 is regulated by switching the clutch 132 to engaged or disengagedstatus to perform the System Functions 1 through 80.

FIG. 49 is the sixteenth block diagram showing that a pilot drive unitis provided to the output terminal of the active rotational power sourceof the present invention; and FIG. 50 is the seventeenth block diagramshowing that a pilot drive unit is provided to the output terminal ofthe active rotational power source of the present invention. Bothpreferred embodiments respectively illustrated in FIGS. 49 and 50 areeach comprised of the first drive system 1001 and the second drivesystem 1002. The construction of the first drive system 1001 includesthe pilot drive unit 1000 comprised with the output shaft of the activerotational power source 100 coupled to the additionally providedtransmission unit 129, and further to the auxiliary clutch 1020 and theoptionally provided transmission unit 109 of the prior art to drive theload 120, and the active rotational power source 100.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. The transmission unit 109coupled between the clutch 1020 and the load 120 may be comprised of thetransmission unit 109 which provides the capability of controllablemultistage transmission, continuously variable transmission, reversingor idling function or may be comprised of the transmission unit 109which provides the capability of controllable multistage transmission,continuously variable transmission, reversing or idling function andmultiple shafts for the operation of differential output to drive theloads 120 respectively adapted to each differential output terminal fordifferential operation

Another output terminal of the transmission unit 129 drives theoptionally provided clutch 102 and the transmission unit 109 coupled tothe transmission unit 129 for driving the rotary part of the firstdynamo-electrical unit 101. In the first drive system 1001, a dualmotion dynamo-electrical unit 1040 made in the form of AC or DC, brushor brushless, synchronous or asynchronous is provided. The dual motiondynamo-electrical unit 1040 made in a cylinder, disk or cone shape iscomprised of a first rotary part 1041 and a second rotary part 1042 witha controllable clutch 122 installed between the first and the secondrotary parts 1041, 1042. The first rotary part 1041 is coupled to thatof the brake 901, and further to that of the first dynamo-electricalunit 101 through the clutch 112. The stationary part of the brake 901 islocked to the frame. The second rotary part 1042 of the dual motiondynamo-electrical unit 1040 is coupled to the input terminal of theclutch 132 and another end of the clutch 132 is coupled to the rotarypart of the second dynamo-electrical unit 103 adapted to the seconddrive system 1002, or coupled to the input terminal of the optionallyprovided transmission unit 109 adapted to the second drive system 1002.The clutch 132 is provided for the control of the transmission of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002.

The second drive system 1002 is comprised with the seconddynamo-electrical unit 103 as the power source as illustrated in FIG. 49to be coupled to the optionally provided transmission unit 109 or anyother transmission device to drive one or multiple load 120; or asillustrated in FIG. 50, having the rotary part of the optionallyprovided second dynamo-electrical unit 103 to be coupled to the inputterminal of the differential transmission unit 109 for both differentialoutput terminals of the differential transmission unit 109 to drivetheir respectively adapted loads 120.

As required by the construction, the clutch 102, the transmission unit109, the first dynamo-electrical unit 101, the clutch 112, the brake901, the dual motion dynamo-electrical unit 1040, the clutch 122, andthe clutch 132 may be incorporated to the first drive system 1001, or tothe second drive system 1002 or providing standalone operation.

In the system respectively illustrated in FIGS. 49 and 50, while drivingthe pilot drive unit 1000, the operation of the active rotational powersource 100 may further drive the first dynamo-electrical unit 101 by theactive rotational power source 100 to operate as a generator with thepower generated to drive two or multiple second dynamo-electrical units103 in the second drive system 1002 to produce the rotational kineticenergy to drive the load 120 for the system to provide the serial hybridpower transmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator to recharge the rechargeable device 106 orsupply power to any other electrical power driven load 130 (includingany externally connected unspecified load), and drive two or multiplesecond dynamo-electrical units 103 in the second drive system 1002 toproduce rotational kinetic energy for driving the load 120.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or to supply power to other electrical powerdriven load 130 (including any externally connected unspecified load).

When the first dynamo-electrical unit 101 operates as a generator, thepower generated and that from the rechargeable device 106 jointly drivethe second dynamo-electrical unit 103 to produce the rotational kineticenergy to drive the load 120 or supply power to any other electricalpower driven load 130 (including any externally connected unspecifiedload).

The power from the rechargeable device 106 drives alone the seconddynamo-electrical unit 103 in the second drive system 1002 to producethe rotational kinetic energy for driving the load; or the rotationalkinetic energy produced by the second dynamo-electrical unit 103 in thesecond drive system 1002 as driven by the power from the rechargeabledevice 106 drive the load jointly with the power from the activerotational power source 100.

The regenerated power of feedback braking regeneration by the firstdynamo-electrical unit 101 or the second dynamo-electrical unit 103recharges the rechargeable device 106 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load); or the transmission status of the rotational kineticenergy between the first drive system 1001 and the second drive system1002 is regulated by switching the clutch 132 to be engaged ordisengaged status to operate in System Functions 1 through 80.

FIG. 51 is the eighteenth block diagram showing that a pilot drive unitis provided to the output terminal of the active rotational power sourceof the present invention. The preferred embodiment illustrated in FIG.51 is comprised of the first drive system 1001 and the second drivesystem 1002. The construction of the first drive system 1001 includesthe pilot drive unit 1000 comprised with the output shaft of the activerotational power source 100 coupled to the additionally providedtransmission unit 129, and further to the auxiliary clutch 1020 and theoptionally provided transmission unit 109 of the prior art to drive theload 120, and the active rotational power source 100.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. The transmission unit 109coupled at where between the clutch 1020 and the load 120 may becomprised of the transmission unit 109 which provides the capability ofcontrollable multistage transmission, continuously variabletransmission, reversing or idling function or may be comprised of thetransmission unit 109 which provides the capability of controllablemultistage transmission, continuously variable transmission, reversingor idling function and multiple shafts for the operation of differentialoutput to drive the loads 120 respectively adapted to each differentialoutput terminal for differential operation.

Another output terminal of the transmission unit 129 drives theoptionally provided clutch 102 and the transmission unit 109 coupled tothe transmission unit 129 for driving the rotary part of the firstdynamo-electrical unit 101. In the first drive system 1001, a dualmotion dynamo-electrical unit 1040 made in the form of AC or DC, brushor brushless, synchronous or asynchronous is provided. The dual motiondynamo-electric unit 1040 made in a cylinder, disk or cone shape iscomprised of a first rotary part 1041 and a second rotary part 1042 witha controllable clutch 122 installed between the first and the secondrotary parts 1041, 1042. The first rotary part 1041 is coupled to thatof the brake 901, and further to that of the first dynamo-electricalunit 101 through the clutch 112. The stationary part of the brake 901 islocked to the frame. The second rotary part 1042 of the dual motiondynamo-electrical unit 1040 is coupled to the input terminal of theclutch 132 and another end of the clutch 132 is coupled to the rotarypart of the second dynamo-electrical unit 103 adapted to the seconddrive system 1002, or coupled to the input terminal of the optionallyprovided transmission unit 109 adapted to the second drive system 1002.The clutch 132 is provided for the control of the transmission of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002.

The second drive system 1002 is comprised with multiple seconddynamo-electrical units 103 as the power source respectively coupled tothe optionally provided transmission unit 109 or any other transmissiondevice to drive one or multiple load 120.

As required by the construction, the clutch 102, the transmission unit109, the first dynamo-electrical unit 101, the clutch 112, the brake901, the dual motion dynamo-electrical unit 1040, the clutch 122, andthe clutch 132 may be incorporated to the first drive system 1001, or tothe second drive system 1002 or providing standalone operation.

In the system illustrated in FIG. 51, while driving the pilot drive unit1000 with the clutch 132 disengaged, the operation of the activerotational power source 100 may further drive the firstdynamo-electrical unit 101 by the active rotational power source 100 tooperate as a generator with the power generated to drive two or multiplesecond dynamo-electrical units 103 in the second drive system 1002 toproduce the rotational kinetic energy to drive the load 120 for thesystem to provide the serial hybrid power transmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or supply power to any other electrical powerdriven load 130 (including any externally connected unspecified load),and drive two or multiple second dynamo-electrical units 103 in thesecond drive system 1002 to produce rotational kinetic energy fordriving the load 120.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator to recharge the rechargeable device 106 or tosupply power to other electrical power driven load 130 (including anyexternally connected unspecified load).

When the first dynamo-electrical unit 101 operates as a generator, thepower generated and that from the rechargeable device 106 jointly drivethe second dynamo-electrical unit 103 to produce the rotational kineticenergy to drive the load 120 or supply power to any other electricalpower driven load 130 (including any externally connected unspecifiedload).

The power from the rechargeable device 106 drives alone the seconddynamo-electrical unit 103 in the second drive system 1002 to producethe rotational kinetic energy for driving the load 120; or therotational kinetic energy produced by the second dynamo-electrical unit103 in the second drive system 1002 as driven by the power from therechargeable device 106 drive the load 120 jointly with the power fromthe active rotational power source 100.

The regenerated power of feedback braking regeneration by the firstdynamo-electrical unit 101 or the second dynamo-electrical unit 103recharges the rechargeable device 106 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load); or the transmission status of the rotational kineticenergy between the first drive system 1001 and the second drive system1002 is regulated by switching the clutch 132 to be engaged ordisengaged status to operate in System Functions 1 through 80.

Those preferred embodiments of the split serial-parallel hybriddual-power drive system illustrated in FIGS. 1 through 51 providepartial or all those functions described in System Functions 1 through80. When the system is provided with multiple second drive systems 1002,a clutch 132 may be optionally provided between any two second drivesystems 1002 as required by the application for the control of thetransmission of the rotational kinetic energy. The clutch 132 may becomprised of one that operates by manual, mechanical force, eccentricforce, air pressure, or hydraulic pressure, or electro-magnetic force,or a single way clutch to transmit or interrupt the transmission of themechanical rotational kinetic energy so that when the clutch 132 isengaged, it allows the incorporation of the drive units provided at itsboth ends; or when disengaged, individual operation of both drive unitsprovided at its both ends. Furthermore, for the split serial-parallelhybrid dual-power drive system, one or multiple first drive system 1001,and one or multiple second drive system 1002 may be provided as requiredby the system.

Accordingly, the split serial-parallel hybrid dual-power drive system isinnovative in that it may be controlled to provide the serial hybridpower drive operation or the parallel hybrid power drive operation; andprovide the serial hybrid power drive operation or the parallel hybridpower drive operation between both independently provided first andsecond drive systems. Furthermore, a controllable clutch is provided tocontrol the status of mutual transmission of the rotational kineticenergy between two units for the system to give more types of drivefeatures depending on the load to be driven.

Furthermore, in order to reduce the friction loss from off-lined firstdynamo-electrical unit 101 or off-lined second dynamo-electrical unit103, the structure of those preferred embodiments of present invention:“The separated series-parallel hybrid twin-power driving system”, isidentical as prior art, which further equipped with clutch 102, 112, 122or 132 and the transmission unit 119, or transmission unit 129, orspeed-variable transmission unit 109, between the shaft of electricalmachinery and the engine-driven shaft. While the function of firstdynamo-electrical unit 101 or second dynamo-electrical unit 103 is notrequired, by disengaging the clutch 102, 112, 122 or 132, the firstdynamo-electrical unit 101 or second dynamo-electrical unit 103 could beisolated without influencing the driving operation of system.

The split serial-parallel hybrid dual-power drive system allowing theoperation in the better brake specific fuel consumption (BSFC) statuswhen applied in lower power output, such as in a car driving in downtownarea, to correct the defectives of lower efficiency and higher pollutionfound with the internal combustion engine running at lower rpm or for alight load provides specific innovative functions. Therefore thisapplication for a patent is duly filed accordingly.

1. A split serial-parallel hybrid dual-power drive system is moreparticularly to one used to drive land, surface, underwatertransportation means or aircraft, industrial machines and equipment orany other load drive by rotational kinetic energy; the splitserial-parallel hybrid dual-power drive system is comprised of two ormore than two separation drive systems allowing independent operation torespectively drive the load, or all loads driven individually areincorporated in a common frame; in the separation drive system of thedual-power drive system, a first drive system and a second drive systemare provided; the first drive system is adapted with an active powersource, a first dynamo-electrical unit essentially functioning as agenerator, an optional second dynamo-electrical unit essentiallyfunctioning as a motor, and a clutch set to control the transmissionstatus of the rotational kinetic energy; and the second drive system isadapted with another second dynamo-electrical unit essentiallyfunctioning as a motor to serve as the rotational power source for thesecond drive system; an optional clutch is provided to control mutualtransmission or cut-off of the rotational kinetic energy between twoindependent drive systems; by means of the control and operation of acontrol system or by manual, the relation of transmission between theactive rotational power source and the first dynamo-electrical unit ofthe separation serial-parallel hybrid drive system indicates a coupledstatus; and the active rotational kinetic energy source drives the firstdynamo-electrical unit to output electric power to further drive thesecond dynamo-electrical unit to operate as a motor to provide functionsrelated to a series hybrid power train; or alternatively, through thecontrol and operation of the clutch, the rotational kinetic energy fromthe active rotational power source outputs rotational kinetic energy todrive either or both of the loads of the first drive system and thesecond drive system; or the active rotational power source isincorporated to both of the first and the second dynamo-electricalunits, and an optional rechargeable device to provide functions relatedto a parallel hybrid power train: accordingly, said splitserial-parallel hybrid dual-power drive system relates to an innovativedual-power drive system by providing more operation functions; the splitserial-parallel hybrid dual-power drive system is in a configuration ofsystematic coupling of the active rotational power source, the first andthe second dynamo-electrical units, an operational clutch and anoptional transmission unit; essentially having the assembly unit ordevice comprised of the active rotational power source,dynamo-electrical units, transmission unit, transmission unit, clutch,drive control unit, central control unit, rechargeable device, orauxiliary rechargeable device, or power driven load each provided withits specific function to be described as follows: the active rotationalpower source (100): comprised of one or multiple internal combustionengine, external combustion engine, turbo engine, or any other physicaleffect actuated rotational kinetic energy power source; the rotary partof the active rotational source may be directly coupled to the firstdynamo-electrical unit (101), or coupled to the rotary part of the firstdynamo-electrical unit (101) through an optional transmission unit(109), a transmission unit (129), or a clutch (102); the firstdynamo-electrical unit (101): comprised of one or multiple rotationalmotor providing functions of a generator, or one or multiple AC,brushless, brush, synchronous, or asynchronous rotational motor that canbe switched to operate as a generator or a motor; when the seconddynamo-electrical unit (103) is adapted to the first drive system(1001), the rotary part of the first dynamo-electrical unit (101) iscoupled to the second dynamo-electrical unit (103) through the clutch(112) or a differential gear set or a planet gear set; or through theclutch (112) and an optional transmission unit (109); the seconddynamo-electrical unit (103): comprised of one or multiple rotationalmotor providing functions of a generator, or one or multiple AC,brushless, brush, synchronous, or asynchronous rotational motor that canbe switched to operate as a generator or a motor to become therotational power source for the second drive system (1002); the outputterminal of the rotary part of the second dynamo-electrical unit (103)directly output the rotational kinetic energy to drive the load orthrough the clutch (122) or the optional transmission unit (109); if anoptional clutch (132) is adapted to the system, the input terminal ofthe second dynamo-electrical unit (103) is either directly or throughthe transmission unit, or the differential transmission unit (109)coupled to the clutch (132); the clutch (102): relates to a transmissionoperating by manual, mechanical force, eccentric force, air pressure, orhydraulic flow force, or electro-magnetism controlled clutch, or singleway clutch, or coupler with torque controllable, or any othertransmission device that transmits or interrupt the mechanicalrotational kinetic energy; the clutch (102) is directly coupled orthrough the transmission unit (129) to where between the rotary part ofthe active rotational power source 100 and the first dynamo-electricalunit (101); as required, one or multiple or no clutch (102) may beprovided; the clutch (112): an optional item relates to a transmissionoperating by manual, mechanical force, eccentric force, air pressure, orhydraulic flow force, or electro-magnetism controlled clutch, or singleway clutch, or coupler with torque controllable, or any othertransmission device that transmits or interrupt the mechanicalrotational kinetic energy; the clutch (112) is coupled to where betweenthe rotary part of the second dynamo-electrical unit (103) and theoutput terminal of the active rotational power source (100), or wherebetween the second dynamo-electrical unit (103) and the firstdynamo-electrical unit (101); the clutch (122): relates to atransmission operating by manual, mechanical force, eccentric force, airpressure, or hydraulic flow force, or electro-magnetism controlledclutch, or single way clutch, or coupler with torque controllable, orany other transmission device that transmits or interrupt the mechanicalrotational kinetic energy; the clutch (122) is coupled to where betweenthe input terminal of the load (120) and the rotary part of the seconddynamo-electrical unit (103); as required, one or multiple clutch (122)may be provided; the function of the clutch (122) may be replaced withthe idling function or the torque coupling function with torquecontrollable provided by the transmission device (109) coupled to theinput terminal of the load (120); the clutch (132): relates to atransmission operating by manual, mechanical force, eccentric force, airpressure, or hydraulic flow force, or electro-magnetism controlledclutch, or single way clutch, or coupler with torque controllable, orany other transmission device that transmits or interrupt the mechanicalrotational kinetic energy; the clutch (132) is coupled to where betweenthe transmission unit (129) coupled to the rotary part of the activerotational power source (100) and the rotary part of the seconddynamo-electrical unit (103) of the second drive system (1002); oralternatively coupled to where between the rotational mechanism of apower train that produces or transmits the active rotational kineticenergy in the first drive system (1001) and the rotational mechanismthat produces or transmits the active rotational function in the seconddrive system (1002) so to control whether the rotational kinetic energybetween the first and the second drive systems (1001, 1002) to betransmitted or interrupted; or in the event that multiple second drivesystems (1002) are adapted to the system, to transmit or interrupt therotational kinetic energy between or among the second drive systems(1002); as required, one or multiple or no clutch (132) may be provided;the transmission unit (129): comprise of an automatic, semi-automatic ormanual multiple-speed or continuously variable transmission device orone at a fixed speed ratio, or a differential gear set, or a rotationalgear set, a fluid torque coupler, or a belt continuously variabletransmission (CVT) or any other transmission of the prior art that isprovided with idling and inverse gear functions to be optionally coupledto the rotary part of the active rotational power source (100); with theoutput terminal of the transmission unit (120) to be either directly orthrough the transmission unit (109) or the clutch (102) drive the firstdynamo-electrical unit (101), or the load (120) of the first drivesystem (1001); or is coupled to the input terminal of the clutch (132);as required, the transmission unit (129) may or may not be provided asapplicable, and may be replaced with a planet gear set (801), or arotational gear set (1030), or a dual motion dynamo-electrical unit(1040); the transmission unit (109): an optional item comprised of anautomatic, semi-automatic or manual multiple-speed or continuouslyvariable transmission device or one at a fixed speed ratio, or adifferential gear set, or a rotational gear set, a fluid torque coupler,or a belt continuously variable transmission (CVT) or any othertransmission of the prior art that as required is coupled to wherebetween the rotary part of the active rotational power source (100) andthe clutch (102), or at where between the clutch (102) and the rotarypart of the first dynamo-electrical unit (101), or at where between therotary parts respectively between the first dynamo-electrical unit(101), and the clutch (112), or at where between the rotary partsrespectively of the clutch (112) and the second dynamo-electrical unit(103), or at where between the rotary parts respectively between thesecond dynamo-electrical unit (103) and the clutch (122), or at wherebetween the rotary parts respectively of the clutch (122) and the load(120); the drive control unit (104): an optional device comprised of anelectro-mechanical or solid status circuit provided for the system tooperate as a series hybrid power system; when adapted to the firstdynamo-electrical unit (101) in the first drive system (1001) operatingas a generator, the drive control unit (104) controls the poweroutputted to drive the second dynamo-electrical unit (103) of the firstor the second drive system (1001, 1002), and/or recharge therechargeable device (106); or controls the power form the rechargeabledevice (106) to drive the first and the second dynamo-electrical units(101, 103) each operating as a motor, or any of those dynamo-electricalunits referred above for its drive voltage, amperage, polarity (in caseof DC), frequency and phase (in case of AC) thus its rotationaldirection, rpm, torque and abnormality protection; alternatively, whensubject to the drive control unit (104), the first dynamo-electricalunit (101) in the first drive system (1001) and the seconddynamo-electrical unit (103) in the first or the second drive system(1001 or 1002), or any part of those dynamo-electrical units therein isinversely driven to operate as a generator to control the rechargingpower outputted to the rechargeable device (106) or power supplied toother load for the dynamo-electrical unit to operate for breakingfunction by regenerated power; the central control unit (105): anoptional item comprised of solid-status or electro-mechanical device, orchip and related working software; subject to a control interface (107)to control the operation of the split serial-parallel hybrid dual-powerdrive system, particularly to the optimal fuel consumption of pollutioncontrol, i.e., the optimal brake specific fuel consumption generallyapplicable to the system either operating as series or parallel hybridpower train by having the engine to operate in a range of rpm thatconsumes less fuel yet outputs higher power efficiency; the centralcontrol unit (105) by having the drive control unit (104) to control theoperation of relative functions among the first dynamo-electrical unit(101) in the first drive system (1001), the second dynamo-electricalunit (103) in the first or the second drive system (1001 or 1002), andthe rechargeable device 106, and controls the feedback monitor andinteraction among various units in the system; the rechargeable device(106): an optional item comprised of various types of rechargeablebatteries, super capacitors, or any other rechargeable device; thecontrol interface (107): an optional item comprised of solid-status, orelectro-mechanical device, or chip, and related working software toreceive inputs by manual or by control signals to control the operationof the separation serial-parallel dual-power system; the auxiliaryrechargeable device (110): comprised of various types of rechargeablebatteries, super capacitors, or flywheel storage, or any otherrechargeable device with its power controlled by a startup switch (111)to drive a startup motor (121) adapted to the engine serving as theactive rotational power source (100) thus to directly or through thetransmission device (119), or to supply power to its peripheralequipment or any other power driven load (130); the auxiliaryrechargeable device (110), the startup switch (111) and the startupmotor (121) are all optional items; the power driven load (130): anoptional item provided as a peripheral load of the power source drivenby the generated power from the first dynamo-electrical unit (101) orthe second dynamo-electrical unit (103) operating as a generator, or bythe power from the rechargeable device (106) or the auxiliaryrechargeable device (110) to output the rotational kinetic energy todrive land or surface transportation means or aircraft, and industrialequipment that requires to receive the input of rotational mechanicalkinetics; given with the engine as the active rotational power source,the split serial-parallel hybrid dual-power drive system provides any orall the following functions: the rotational kinetic energy from theengine power drives the load (120) adapted to the first drive system(1001) and/or the load (120) adapted to the second drive system (1002);when the system is operating as a series hybrid power train, the engineis controlled to run from lower rpm up to higher rpm, or at a preset rpmto drive the first dynamo-electrical unit (101) in the first drivesystem (1001) to operate as a generator; if the system is not providedwith the rechargeable device (106), the power generated by the firstdynamo-electrical unit (101) drives the second dynamo-electrical unit(103) in the first drive system (1001) or the second drive system (1002)to operate as a motor for outputting the rotational kinetic energy todrive the load (120); if the rechargeable device (106) is provided andin case of a light load, the power generated by the firstdynamo-electrical unit (101) in the first drive system (1001) drives thesecond dynamo-electrical unit (103) in the first drive system (1001) orthe second drive system (1002) while recharging the rechargeable device(106) at the same time; and in case of a heavy load, the power generatedby the first dynamo-electrical unit (101) in the first drive system(1001) and that from the rechargeable device (106) jointly drive thesecond dynamo-electrical unit (103) adapted to the first drive system(1001) or to the second drive system (1002) for outputting therotational kinetic energy to drive the load (120) for the purpose tocontrol the engine to run at a fixed rpm that yields higher energyefficiency for fuel and pollution reduction; the fixed rpm is defined togenerally refer to the rpm range to achieve the optimal brake specificfuel consumption wherein the engine runs at lower fuel consumption butrelatively paying higher output power when the system is operating as aseries or parallel hybrid power train; when the rechargeable device(106) is provided, the power generated by the first dynamo-electricalunit (101) driven by the engine recharges the rechargeable device (106);or the power from the rechargeable device (106) and that from the firstdynamo-electrical unit (101) jointly drive the second dynamo-electricalunit (103) to operate as a motor to drive the load (120) for controllingthe engine to run at a fixed rpm that yields higher energy efficiency;the fixed rpm is defined to generally refer to the rpm range to achievethe optimal brake specific fuel consumption wherein the engine runs atlower fuel consumption but relatively paying higher output power whenthe system is operating as a series or parallel hybrid power train; whenthe optional rechargeable device (106) is provided and the systemoperates as a parallel hybrid power train, the power from therechargeable device (106) drives the first dynamo-electrical unit (101)in the first drive system (1001) and/or the second dynamo-electricalunit (103) in the first drive system (1001) or in the second drivesystem (1002) to operate as a motor to jointly drive the load (120) withthe engine; in case of a light load, while driving the load (120), therotational kinetic energy from the engine also drive the firstdynamo-electrical unit (101), and the second dynamo-electrical unit(103) in the first drive system (1001) or in the second drive system(1002) or any part of the second dynamo-electrical unit (103) therein torecharge the rechargeable device (106) or supply power to any otherpower driven load (130); in case of a heavy load, the power from therechargeable device (106) drives the first dynamo-electrical unit (101)in the first drive system (1001) and the second dynamo-electrical unit(103) in the first drive system (1001) or in the second drive system(1002) or any part of the second dynamo-electrical unit (103) thereinfor jointly driving the load with those rotational kinetic energyoutputted from the engine; the power form the rechargeable device (106)drives the first dynamo-electrical unit (101) in the first drive system(1001), and the second dynamo-electrical unit (103) in the first drivesystem (1001) or in the second drive system (1002) or any part of thesecond dynamo-electrical unit (103) therein to operate as a generatorfor driving the load (120); the first dynamo-electrical unit (101) inthe first drive system (1001), and the second dynamo-electrical unit(103) in the first drive system (1001) or in the second drive system(1002) or any part of the second dynamo-electrical unit (103) therein isdriven by the engine to operate as a generator to recharge therechargeable device (106) or supply power to any other power-driven load(130); the first dynamo-electrical unit (101) in the first drive system(1001), and the second dynamo-electrical unit (103) in the first drivesystem (1001) or in the second drive system (1002) or any part of thesecond dynamo-electrical unit (103) therein is inversely driven by theload (120) to operate as a generator for power regeneration to rechargethe rechargeable device (106) or supply power to any other power-drivenload (130); when the rechargeable device (106) is provided, themechanical damp of the engine provides braking function, and the firstdynamo-electrical unit (101) in the first drive system (1001), and thesecond dynamo-electrical unit (103) in the first drive system (1001) orin the second drive system (1002) or any part of the seconddynamo-electrical unit (103) therein operates as a generator to rechargethe rechargeable device (106) or supply power to any other power-drivenload (130); the rechargeable device (106) drives the firstdynamo-electrical unit (101) in the first drive system (1001), and thesecond dynamo-electrical unit (103) in the first drive system (1001) orin the second drive system (1002) or any part of the seconddynamo-electrical unit (103) therein to operate as a motor to start upthe engine; the clutch (132) is controlled to close up for transmittingthe rotational function between the transmission unit (129) and thesecond drive system (1002) coupled to the active rotational power source(100), or transmitting the rotational function between the first drivesystem (1001) and the second drive system (1002), or transmitting therotational function between or among multiple second drive systems; andto interrupt the transmission of rotational kinetic energy whendisengaged; the split serial-parallel hybrid dual-power drive system isessentially comprised of the first drive system (1001) and the seconddrive system (1002); in the first drive system (1001), the rotary partto output the rotational kinetic energy from the active rotational powersource (100) is coupled to the optional transmission unit (129), theoptional clutch (102), and the transmission unit (109) to drive thefirst dynamo-electrical unit (101) and to further drive those loads(120) adapted to both output terminals of the differential transmissionunit (109) through the optional transmission unit (109), the clutch(112) and the differential transmission unit (109); in the second drivesystem (1002), multiple second dynamo-electrical units (103) serving asthe power source for the second drive system (1002) respectively drivemultiple adapted load (120) through optional transmission units (109);accordingly, the control of the operation of the first drive system(1001) and the second drive system (1002) constitutes the splitserial-parallel hybrid dual-power drive system; furthermore, asrequired, the output terminal of the rotational kinetic energy of theactive rotational power source (100), the output terminal of thetransmission unit (129) coupled to, the rotary part to output therotational kinetic energy of the clutch (102) coupled to, the rotarypart to output the rotational kinetic energy of the clutch (102) coupledto, the output terminal of the optional transmission unit (109) providedto, or the rotary part of the first dynamo-electrical unit (101) drivenby the first drive system (1001) is coupled to the input terminal of theclutch (132); meanwhile the output terminal of the clutch (132) iscoupled to the input terminal of the differential transmission unit(109); both output terminals of the differential transmission unit (109)are respectively coupled to both rotary parts of the seconddynamo-electrical units (103) serving as the power source for the seconddrive system (1002) for the control of the transmission status of therotational kinetic energy between the first drive system (1001) and thesecond drive system (1002).
 2. A split serial-parallel hybrid dual-powerdrive system as claimed in claim 1, is essentially comprised of thefirst drive system (1001) and the second drive system (1002); in thefirst drive system (1001), the rotary part to output the rotationalkinetic energy from the active rotational power source (100) is coupledto the optional transmission unit (129), the optional clutch (102), andthe transmission unit (109) to drive the first dynamo-electrical unit(101) and the rotary part of the first dynamo-electrical unit (101) iscoupled to the optional transmission unit (109) and the clutch (112) todrive two loads (120) respectively adapted to both output terminals ofthe differential transmission unit (109); in the second drive system(1002), multiple second dynamo-electrical units (103) serving as thepower source for the second drive system (1002) respectively drivemultiple loads (120) adapted to both output terminals of thedifferential transmission unit (109) through the optional transmissionunit (109), the clutch (122), and the differential transmission unit(109); accordingly, the control of the operation of the first drivesystem (1001) and the second drive system (1002) constitutes the splitserial-parallel hybrid dual-power drive system; furthermore, asrequired, the output terminal of the rotational kinetic energy of theactive rotational power source (100), the output terminal of thetransmission unit (129) coupled to, the rotary part to output therotational kinetic energy of the clutch (102) coupled to, the inputterminal of the optional transmission unit (109), or the rotary part ofthe first dynamo-electrical unit (101) driven by the first drive system(1001) is coupled to the input terminal of the clutch (132); meanwhilethe output terminal of the clutch (132) is coupled to the rotary part ofthe second dynamo-electrical unit (103) serving as the power source forthe second drive system (1002), or the output terminal of the optionaltransmission unit 109, the output terminal of the clutch (122) coupledto the second drive system (1002), or to the input terminal of thedifferential transmission unit (109) located at where between the clutch(122) and the driven load (120) for the control of the transmissionstatus of the rotational kinetic energy between the first drive system(1001) and the second drive system (1002).